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IMAGE  EVALUATION 
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1.25 


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Photographic 

Sciences 
Corporation 


23  WEST  MAIN  STREET 

WEBSTER,  N.Y.  14580 

(716)  872-4503 


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CIHM/iCMH 

Microfiche 

Series, 


CIHM/ICMH 
Collection  de 
microfiches. 


Canadian  Institute  for  Historical  Microreproductions  /  Institut  canadien  de  microreproductions  historiques 


Technical  and  Bibliographic  Notes/Notes  techniques  et  bibliographiques 


The  Institute  has  attempted  to  obtain  the  best 
original  copy  available  for  filming.  Features  of  this 
copy  which  may  be  bibliographically  unique, 
which  may  alter  any  of  the  images  in  the 
reproduction,  or  which  may  significantly  change 
the  usual  method  of  filming,  are  checked  below. 


L'Institut  a  microfilmd  le  meilleur  exemplcire 
qu'il  lui  a  6X6  possible  de  se  procurer.  Les  details 
de  cat  exempiaire  qui  sont  peut-dtre  uniques  du 
point  de  vue  bibliographique,  qui  peuvent  modifier 
une  image  reproduite,  ou  qui  peuvent  exiger  une 
modification  dans  la  mdthode  normale  de  filmage 
sont  indiqu^s  ci-dessous. 


□ 


Coloured  covers/ 
Couverture  de  couleur 


□    Coloured  pages/ 
Pages  de  couleur 


v^ 


Covers  damaged/ 
Couverture  endommag6e 


□    Pages  damaged/ 
Pages  endommag6es 


D 
D 


Covers  restored  and/or  laminatc&d/ 
Couverture  restaurde  et/cu  pe!iicul6e 

Cover  title  missing/ 

Le  titre  de  couverture  manque 


□    Pages  restored  and/or  laminated/ 
Pages  restaurdes  et/ou  pellicul^es 

r~^  Pages  discoloured,  stained  or  foxed/ 
I  ^1    Pages  ddcolor^es,  tachet^es  ou  piqu6es 


Coloured  maps/ 

Cartes  g6ographiqu(>.i  en  couleur 


n 


Pages  detached/ 
Pages  d^tach^es 


D 


Coloured  ink  (i.e.  other  than  blue  or  black)/ 
Encre  de  couleur  (i.e.  autre  que  bleue  ou  noire) 

Coloured  plates  and/or  illustrations/ 
Planches  et/ou  illustrations  en  couleur 


0Showthrough/ 
Transparence 

□    Quality  of  print  varies/ 
Quality  in^gale  de  I'impression 


D 


Bound  with  other  material/ 
Reli6  avec  d'autres  documents 


□    Includes  supplementary  material/ 
Comprend  du  materiel  supplementaire 


D 


D 


Tight  binding  may  cause  shadows  or  distortion 
along  interior  margin/ 

La  reliure  serree  peut  causer  de  I'ombre  ou  de  la 
distortion  le  long  de  la  marge  intdrieure 

Blank  leaves  added  during  restoration  may 
appear  within  the  text.  Whenever  possible,  these 
have  been  omitted  from  filming/ 
II  se  peut  que  certaines  pages  blanches  ajout^es 
lors  d'une  restauration  apparaissent  dans  le  texte, 
mais,  lorsque  cela  6tait  possible,  ces  pages  n'ont 
pas  6t6  film^es. 


Only  edition  available/ 


□    Only  editio 
Seule  6diti 


n 


Edition  disponible 

Pages  wholly  or  partially  obscured  by  errata 
slips,  tissues,  etc.,  have  been  refilmed  to 
ensure  the  best  possible  image/ 
Les  pages  totalement  ou  partielloment 
obscurcies  par  un  feuillet  d'errata,  une  pelure, 
etc.,  ont  6t6  film^es  d  nouveau  de  fapon  d 
obtenir  la  meilleure  image  possible. 


D 


Additional  comments:/ 
Commentaires  suppl6mentaires: 


This  item  is  filmed  at  the  reduction  ratio  checked  below/ 

Ce  document  est  filmd  au  taux  de  reduction  indiqud  ci-dessous. 

10X  14X  18X  22X 


D 


26X 


30X 


V 


12X 


1«X 


20X 


24X 


28X 


32X 


The  copy  filmed  here  has  been  reproduced  thanks 
to  the  generosity  of: 

Thomas  Fisher  Rare  Bool<  Library, 
University  of  Toronto  Library 


L'exemplaire  film6  fut  reproduit  grStce  d  la 
gdn^rositd  de: 

Thomas  Fisher  Rare  Book  Library, 
University  of  Toronto  Library 


The  images  appearing  here  are  the  best  quality 
possible  considering  the  condition  and  legibility 
of  the  original  copy  and  in  keeping  with  the 
filming  contract  specifications. 


Les  images  suivantes  ont  6t6  reproduites  avec  le 
plus  grand  soin,  compte  tenu  de  la  condition  et 
de  la  nettetd  de  l'exemplaire  film6,  et  en 
conformity  avec  les  conditions  du  contrat  de 
filmage. 


Original  copies  in  printed  paper  covers  are  filmed 
beginning  with  the  front  cover  and  ending  on 
the  last  page  with  a  printed  or  illustrated  impres- 
sion, or  the  back  cover  when  appropriate.  All 
other  original  copies  are  filmed  beginning  on  the 
first  page  with  a  printed  or  illustrated  impres- 
sion, and  ending  on  the  last  page  with  a  printed 
or  illustrated  impression. 


Les  exemplaires  originaux  dont  la  couverture  en 
papier  est  imprimde  sont  film^s  en  commenpant 
par  le  premier  plat  et  en  terminant  soit  par  la 
dernidre  page  qui  comporte  une  empreinte 
d'impression  ou  d'illustration,  soit  par  le  second 
plat,  selon  le  cas.  Tous  les  autres  exemplaires 
originaux  sont  film6s  en  commenpant  par  la 
premidre  page  qui  comporte  une  empreinte 
d'impression  ou  d'illustration  et  en  terminant  par 
la  dernidre  page  qui  comporte  une  telle 
empreinte. 


The  last  recorded  frame  on  each  microfiche 
shall  contain  the  symbol  —^-  (meaning  "CON- 
TINUED "),  or  the  symbol  y  (meaning  "END  "), 
whichever  applies. 


Un  des  symboles  suivants  apparaitra  sur  la 
dernidre  image  de  cheque  microfiche,  selon  le 
cas:  le  symbole  — ♦- signifie  "A  SUIVRE",  le 
symbole  V  signifie  "FIN". 


Maps,  plates,  charts,  etc.,  may  be  filmed  at 
different  reduction  ratios.  Those  too  large  to  be 
entirely  included  in  one  exposure  are  filmed 
beginning  in  the  upper  left  hand  corner,  left  to 
right  and  top  to  bottom,  as  many  frames  as 
required.  The  following  diagrams  illustrate  the 
method: 


Les  cartes,  planches,  tableaux,  etc.,  peuvent  §tre 
film6s  d  des  taux  de  reduction  diffdrents. 
Lorsque  le  document  est  trop  grand  pour  dtre 
reproduit  en  un  seul  clichd,  il  est  film6  d  partir 
de  Tangle  supdrieur  gauche,  de  gauche  d  droite, 
et  de  haut  en  bas,  en  prenant  le  nombre 
d'images  n6cessaire.  Les  diagrammes  suivants 
illustrent  la  m^thode. 


1 

2 

3 

1 

2 

3 

4 

5 

6 

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TTI  E 


NORTHERN  PACIFIC 

RAILROAD; 


ITS 


LAND  GRANT,  RESOURCES,  TRAFFIC, 


AND 


TRIBUTARY  COUNTRY. 


VALLEY  ROUTE  TO  THE  PACIFIC 


i  St.  —^ftl 


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ISSIIKI)    liY 

JAY  COOKE  &  CO. 

FINANCIAI.   AGKNTS   (IK   TlIK   NORTIIi;I!N    I'AC'UIC    RAILROAD    COMPANY. 

1873- 


vfj 


OKCAN'IZATIOX. 


OFF 


I0ER8  OF  THE  NOETHERN   PAOIFIO   RAILROAD   CO. 


OKOlKiK  \V.  CASS,  J'lr.H'irnt.  -    ■     ■ 

CHAKI.EH  B.  WIlKJirT,  Kire-/Vcii(i™( 

U.  I>.  im-K,  EesUiaU  ilce-l'rmfletU  im  Ihf.  I'ariflr  n,ast. 
HAMUKL  WILKKSdN,  .ScrirM.i/ 

A.  I-.  PIUTCUAHU,  Timmrrr 

W.  MILNOR  UOUEU'I'S.  Eiwinej-r-in-C/iCJ 

WILLIAM  A.  UOWAKU,  iuiiJ  Chmmi^iuiur,    .    .    . 


Zi  Fifth  Avkmk. 

Nkw  York- 


BOARD  OF  DIRECTORS: 

GKOUGKW.  CASS.  (I>n«l.PlltH.F.W.>tChi««;oK.K.> PnTsiuK..,  1'a. 

WM    B   OOI)l.:N,(la*lTest.CliicaK..&Nnrthw..st(.rnK.  11)       t'l.KAOo,  Il.■.. 
,  ,.   ,,  ,                                                   ...  AiHirsTA.  Mai.ni;. 
R    1)    KICK,  (rrcKl.  Miiiiu't^eiitnil  U   K.) 

WM.  «.  MOOKIlEAl).  (olJiiydKikcitCc.)        

J    (JHEOOHY  SMITH,  (PreKt.Vfrnioiit  Central  H.  U.i St.  .  i.ha.s:.,      i. 

.    \V<k)1wT(m;k,  \  T. 

fkki)KIUc:k  billings 

CHARLES  a  WUIOHT,(l)irretorl>hlla.  it  Kru' 11.  U  1 

^  ,,     ,  .     .      UUFKAI.l).    N.    V 

WM   G    FAUGO.  (ofWcUs,  tarKO&Cei.) 

.    .    Boston. 

B.  1'.  CIIKNEY, 

.     Nl-.W  YoKK. 

A.  H.  BAHNKV 

.    Winona,  .Minn. 
WILLIAM  WINIX)M 

.      CllII.'AOO,    ll.l- 

JAMES  STINHON,      .    ' 

.    Buiti.iNaToN,  Vt. 
A.  U  CATLI.N', 


TRUSTEES  FOR  THE  FIRST   MORTGAGE  BONDHOLDERS: 

J.^Y  COOKE.  I         p,„,„„^,.p„,,. 

J.  KDGAU  THOMSOX.    i 

(I'ifst.  I'enna.  O-ntntl  li.  li) 


FINAHCIAL  AGENTS  FOR  THE  RAILROAD  COMPANY 


JAY  (xjokf:  a  CO., 

I'UII.ADKl.I'UI.V 


I 


THE  NOKTlUiRX  PACIFIC  RAILKOAD. 


I 

i 

i 


THE  following  public  reasons  seem  not  only  to  justify  liut  to  rc(]uire 
the  building  of  a  railroad  across  the  continent,  near  the  .i6th 
])aralkl,  from  Lake  Superior  and  the  U])i)er  Mississippi  river  to  the 
Lower  Columbia  Valley  and  the  Pacific  coast  at  Puget  Sound. 

1.  First  and  mainly,  the  belt  of  States  and  Territories  to  be 
traversed  by  such  a  road  constitutes  one  of  the  most  interesting  and 
valuable  sections  of  the  continent,  and  includes  a  great  part  of  so 
much  of  our  remaining  unoccu])icd  public  domain  as  is  capable  of 
settlement  and  profitable  cidtivation.  Not  only  ought  the  abounding 
and  various  resources  of  this  region  to  be  develojied  and  utilized  for 
the  good  of  the  whole  country,  but  the  nation's  proffer  of  free  home- 
steads to  the  landless  of  all  countries  can  best  be  made  really  bene- 
ficial, both  to  the  nation  and  the  citizen,  by  rendering  these  fertile 
lands  accessible  and  available  for  farms  and  homes.  The  construction 
of  the  Northern  Pacific  Railroad  is  reipiired  in  the  interest  of  National 
Development  and  Homestead  Settlement. 

2.  Tiie  building  of  such  a  road  through  such  a  region  gives  a 
definite  money  value,  where  there  was  little  or  none  before,  to  every 
acre  of  good  land,  to  every  thousand  feet  of  mere  hantable  timber,  to 
every  coal  deposit,  and  every  mine  of  the  precious  metals  within  the 
belt  of  country  affected  by  the  railway — thus  in  effect  creating  and 
adding  to  the  wealth  of  the  nation  a  vast  aggregate  of  real  property. 
It  is  considerably  within  the  facts  to  say  that  the  construction  of  the 
first  five  hundred  miles  of  the  Northern  Pacific  Railroad  has,  in  two 
years'  time,  added  one  hundred  million  dollars  to  the  cash  value  of 
proj)erty  along  the  finished  line.  This  estimate  is  based  on  a  knowl- 
edge of  the  current  value  of  lands  and  other  property  adjacent  to  the 
route  before  the  road  was  located,  and  the  same  since  its  construction. 
IL  V.  Poor,  whose  manual  of  American  railroads  has  become  a  stand- 
ard authority,  states,  on  the  strength  of  thorough  investigation,  that 
"every  railroad  constructed  adds  five  times  its  cost  to  the  aggregate 
value  of  the  property  of  the  country."  Tiiis  average  estimate  is 
probably  below  tl>e  truth  in  the  case  of  the  Northern  Pacific  Road. 

3.  The  New  Northwest,  a  region  500  miles  in  width,  iSoo  in 
length — greater  in  area  than  twelve  such  States  as  New  York,  and 
having  a  ])resent  population  larger  than  the  Union-Central  Pacific 
found  on  its  flanks  when  built — is  practically  destitute  of  railroads. 


ir  d  Altrtc. 

ton. 


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Gar  dm 


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jjKWie 


/'///•;  XORIIIERX  rACII'IC  RAILROAD. 


/ 


i 


It  is  important  politically,  no  less  tlian  romiiicrrially  and  indiistrially, 
tliat  tlu'  I'litcrprisiiig  <  oinmnnitics  and  rising  Slates  of  our  Norlhwcst- 
crn  tier  l)c  given  more  direct  coniinnniration  with  tiic  re-.t  of  tiie 
nation. 

4.  'I'lie  Indian  (lucstion  in  tlic  Northwest  rannot  in  any  other 
way  he  so  ])roniptly,  so  thoroughly,  so  economically  and  so  humanely 
settled  as  by  the  constriK  tion  of  tiie  Northern  Pacific  Railroad.  The 
Ix'ilding  of  the  first  trans-continental  road  disposed  of  all  Indian 
diffi(  ulties  throughout  a  wide  belt  of  territory  extending  from  Iowa  to 
California,  and  the  U.  S.  Commissioner  of  Indian  Affairs,  in  his  annual 
report  for  1S72,  says,  " 'I'iie  completion  of  the  Northern  Pacific  Rail- 
road will  finally  settle  the  Indian  cpicstion  in  tiie  country  north  of  the 
lineof  llie  Union  Pacific  Railroad  and  soutii  of  the  British  border.  .  .  . 
Indeed,  llie  promise  is  that  two  years  more,  if  not  another  summer, 
on  the  Northern  Pacific  Railroad  will  itself  completely  solve  the  great 
Sioux  ])roblem,  and  leave  the  90,000  Indians  ranging  between  the 
trans-continental  lines  as  incapable  of  resisting  the  Government  as  are 
the  Indians  of  New  York  and  Massachusetts."  The  amount  thus  to  be 
saved  to  the  Covernment  by  the  completion  of  the  Road — in  the  early 
reduction  of  the  military  force  on  the  frontiers,  the  avoidance  of  costly 
Indian  wan.,  the  cheapening  of  government  transportation  throughout 
the  Northwest,'"  and  the  permanent  pacification  of  the  Indians — may 
reasonably  be  estimated,  as  it  is  by  officers  of  the  Government,  at 
several  million  dollars  each  year. 

5.  That  the  building  of  the  Northern  Pacific  Railroad  is  urgently 
demanded  by  the  ])ublic  considerations  named  above  there  can  be  no 
doubt.  If  it  were  to  be  built  outright  by  the  Government,  with  no 
expectation  of  a  direct  pecuniary  return  exceeding  its  running  expenses, 
it  is  conceded  the  outlay  would  be  in  the  line  of  wise  economy.  But  in 
addition  to  the  luiblic  need,  the  construction  of  the  road  is  fully  war- 
ranted and  justified  as  a  business  undertaking  which  gives  ample  promise 
of  the  most  solid  financial  success.  The  United  States  Government, 
recognizing  its  own  necessity  for  such  a  thoroughfare,  has  contributefl 
toward  its  construction  a  fund,  in  the  form  of  valuable  land,  more 
than  sufficient  ultimately  to  pay  its  cost;  and  this  real-estate  endow- 
ment, added  to  the  road  and  its  traffic,  furnishes  a  doubly  secure  basis 
for  the  investment  of  private  capital  in  the  work.  In  view  of  these 
facts  it  is  believed  that,  in  its  double  capacity  of  a  great  National  Im- 
provement and  a  great  and  promising  commercial  enterprise,  the 
Northern  Pacific  Railroad  has  a  two-fold  title  to  the  good-will  and 
confidence  of  the  public. 


1 


*  NoTK. — In  1S6S  the  yearly  cost  of  transporting  supplies  to  the  twenty-eight  milltarj'  posts  simntetl 
in  the  Northwest,  ajj.iccnt  to  the  route  of  the  Northern  P.icific  Ruilroad.  was  utVicially  reported  .is 
$6,158,072.  If  tliis  exi>enilltiire  he  reduced  one-half  liy  the  Iniildini;  of  the  Northern  I'atilic  Railroad, 
the  result  is  a  saving  to  the  Government  of  more  than  three  per  cent,  jier  annum  un  the  total  cost 
of  the  Road. 


■^ 


/ 


CHARTliR,  GRANTS  AND  PRn'ILli(;i:S. 


THE  charter  granted  by  the  Congress  of  the  United  States  to  tlie 
Northern  Pacific  Railroad  Coniixiny,  with  its  amendments,  con- 
fers tlie  riglu  to  constnu  t  a  line  of  Railroad  and  'IVlegraph  a(  ross 
the  continent,  between  sonic  point  on  Lake  Superior,  in  the  Slate  of 
Wisconsin  or  Mimiesota,  and  some  point  on  I'uget  Sound,  via  the 
Columbia  river,  by  the  most  eligiide  route  within  the  territory  of  the 
United  States,  on  a  line  north  of  tlie  451)1  parallel  of  latitude,  with  a 
branch  to  Puget  Sound  across  the  Cascade  mountains  from  some  con- 
venient point  on  the  main  trunk  line. 

To  aid  tiie  construction  of  the  Road,  the  charter  grants  the  Com- 
pany, for  each  mile  of  finished  road,  both  main  line  and  i)ran(  h,  twenty 
alternate  sections  of  public  land  (a  "section"  being  a  square  mile 
and  containing  640  acres)  on  each  side  of  the  line  of  the  Road  in 
the  Territories,  and  ten  aUernate  sections  on  each  side  of  tlie  line  in 
the  States,  tlirough  whi<h  it  runs.  This  is  ei|uivalent  to  25,600  acres 
jier  mile  through  the  Territories,  and  i2,,Soo  acres  jter  mile  through 
the  States.  If,  owing  to  pre-emjuion,  settlement  under  the  Home- 
stead Act,  or  other  cause,  the  Company  cannot  get,  within  the  above 
limits,  the  quantity  of  land  j^er  mile  to  which  it  is  entitled  by  its 
charter,  it  has  permission  to  make  up  the  deficiency  anywhere  within 
twenty  miles  beyond  either  boundary  of  its  grant.  This  provision 
renders  it  reasonably  certain  that  the  Company  will  receive  the  full 
amount  of  land  granted. 

Tlie  lands  of  the  grant  accrue  to  the  Company  and  are  patented  to 
It  l)y  the  (Government  as  rai)idly  as  the  Road  is  completed  in  25-mile 
sections  and  accepted  by  the  President  of  the  United  States.  On  the 
completion  of  the  main  line  and  chartered  branch,  the  Company's  grant 
will  average  about  23,000  acres  per  mile  of  track,  and  the  aggregate 
amount  of  land  covered  by  the  grant  is  between  Pifty  and  Sixty 
Million  Acres — the  exact  amount  depending  upon  the  precise  length 
of  the  road  and  branch  when  completed.  This  is  larger  by  ten 
thousand  scpiare  miles  than  the  six  New  England  States,  or  as 
large  as  Ohio  and  Indiana  together.  It  is  as  large  as  England,  Scot- 
land and  Wales;  three  times  the  size  of  the  Kingdom  of  Bavaria,  and 
seven  times  as  large  as  Belgium.  The  charter  grants  to  the  Company 
free  right  of  way  for  the  Road  and  Telegraph  line  through  the  public 
domain,  to  the  extent  of  400  feet  in  width,  and  all  necessary  ground 
for  station-buildings,  workshops,  depots,  machine-shops,  switches, 
side-tracks,  turn-tables,  and  water-stations;  also  the  right  to  take 
from  the  jjublic  lands  adjacent  to  the  line  of  the  Road,  earth,  stone, 
and  timber  for  construction. 


•oaii 

3 


irOTvSileo 
)o  Coil 


wu 


Till:  YMIVA'  ROUTH  TO  Till:  PACIITC. 


TIfF,  tour  ])riiK  ii)al  routes  tliiit  luivc  boon  surveyed  to  the  Pacific 
have  the  lulh)\viiig  average  elevations  aljove  the  sea  level:  (  i.  ) 
The  extreme  Southern  or  Texas  Pacific  route,  skirting  tlie  Imrder  of 
Me.\i<  (J,  has  an  average  altitude  ot"  2300  feet;  (2.  i  'I"he  35th  parallel 
route,  3600  feet;  (3.)  The  Middle  route,  extending  1771  miles  from 
Omaha  to  Sac  ramento,  5000  feet  5(4.)  'Ihe  Northern  route,  from  Lake 
Superior  to  Puget  sound,  k^oo  feet.  The  Middle  route  (  now  oc(  upied 
by  the  L'nion  and  Central  Pacific  Road  )  scales  four  principal  summits, 
having  the  following  elevations :  6169  feet,  7042  feet,  7463  feet,  and 
8235  feet.  The  Northern  route  has  on  its  main  line  hut  two  summits,  and 
these  have  an  altitude  of  about  5,500  feet.  Nearly  900  (ontinuous 
miles  on  the  Middle  route  have  a  greater  average  elevation  than  the 
highest  sunnnit  on  the  Northern,  and  450  continuous  miles  on  the  former 
line  are  nearly  1000  feet  above  the  highest  jxiint  on  the  latter. 

T!ie  remarkably  low  altitude  of  the  Northern  line,  added  to  the 
fact  that  for  much  of  its  distance  it  follows  the  basins  of  great  rivers, 
fully  entitles  it  to  the  designation  it  has  received  of  the  Valley  Route  to 
the  I'acit'ic.  Fmrn  Lake  Superior  tor  a  distanc  e  of  <Soo  miles  on  this 
line  tiie  (  ountry  is  a  vast  jilaiii,  partly  timbered  but  mainly  prairie, 
gradually  rising  from  iioo  feet  elevation  al)ove  the  sea  near  Lake  Su- 
perior, to  3000  feet  near  the  Rocky  Mountains.  This  plain  has  a  varied 
surface,  and  in  its  depressions  flow  the  navigable  waters  of  the  .Missis- 
sii>pi,  the  Red,  the  Upper  Missouri  and  the  Yellowstone  and  their  many 
tributaries.  Crossing  at  right  angles  tiie  ^'alleys  of  the  .Mi^^sissipjii  and 
the  Red  River  of  the  North,  the  Northern  route  traverses  the  rolling 
prairies  of  Eastern  Dakota,  enters  the  fertile  valley  of  Apple  creek  and 
follows  this  to  its  jimction  with  the  Missouri.  Crossing  the  Missouri  at 
L'ort  .Vbraham  Lincoln,  near  the  mouth  of  Heart  river,  the  route 
])ursues  the  \alle_\M)f  the  latter  s(jme  distance  westward,  and  strikes  the 
Yellowstone  at  or  near  the  mouth  of  the  Powder  river.  Following  the 
Yellowstone  Valley  to  Western  Montana,  the  line  surmounts  the  belt 
range  by  a  favorable  pass,  crosses  the  productive  valleys  of  the  (ial- 
latin,  Madison  and  Jefferson  forks  of  the  upper  Missouri,  ascends  the 
valley  of  the  latter  and  Divide  creek,  runs  through  Deer  Lodge  Pass 
at  an  altitude  of  about  5500  feet  above  sea  level,  and  descends  the 
western  slope  by  the  valleys  of  Deer  Lodge  creek,  Hell  (late  river, 
and  Clark's  tbrk  of  the  Columbia,  to  Lake  Pend  d' Oreille,  whence 
it  crosses  the  great  grass  plain  of  the  Columbia  river  to  the  mouth 


/■///•;  \:\Ll.l:V  KiUIE   lu   Till.   I'ACIllC. 


of  the  Snake,  not  t'lr  above  Wallulu.  I'rom  this  point  the  route  follows 
till'  lianks  of  tlie  Cohnnliia  t!irou^i;h  tlie  Cascade  (or  Sierra  i  rangr.  a 
branch  terininalin},'  at  Poril  nid.  and  the  trnnk  line  extending  norlli- 
ward  to  the  main  terminal  city  en  I'nget  sound. 

'I'he  MissoiH'i  and  Colinnhia  t  ike  their  rise  on  the  same  le\'el,  their 
headwaters  interluc  k,  and  at  one  ])oint  tributaries  of  the  two  rivers  have 
been  united  by  a  miner'  ditch — thus  firming  a  continuous  water- 
( ourse  more  than  5000  miles  in  h  ni;lii,  from  the  Pacific  Ocean  at  the 
moulhof  the  Columbia  to  the  Al'  ulii:  at  New  Orleans  !  '1  lie  Colum- 
bia is  the  only  river  whicii  jnen  cs  the  Sierra  Nevada  mountains;  and 
lliis  rani^^e,  whi(  h  is  scaled  by  the  Central  Pacific  Road  at  an  elevation  of 
7062  feet  above  the  sea,  the  Northern  Pacific^  main  line  jiassis  ihrougli 
at  nearly  the  level  of  the  ocean  by  follownig  the  Coluu.'.iia  river, 
'i'he  leading  advantage.-)  resulting  to  the  Nortliern  Pat  ifie  Railroad 
from  the  low  altitude  of  the  valley  route  along  whi(  h  it  is  building,  are: 
I.  A  comparatively  mild  climate  and  a  sheltered  position.  2.  ]''xe:'iption 
from  deep  ami  ilrifting  snows  in  the  mountain  region,  and  hence,  with 
ordinary  precautions,  entire  freedom  from  winter  obstructions.  3.  A 
generally  productive  and  verdure-(  overed  coinUry  flanking  the  road, 
resulting  in  rapid  settlement,  a  large  tributary  population  and  a  ])rofita- 
ble  local  traflic.  4.  An  abundance  of  good  water.  5.  A  saving  of  many 
millions  in  cost  '.^'i  construction  with  a  proportionate  reduction  of 
interest  burden.  6.  A  succession  of  natural  and  easy  grades  which  will 
greatly  reduce  the  cost  of  operating  the  road,  and  enable  the  same 
motive  jjower  to  accomplish  far  greater  results,  both  in  speed  and 
traffic,  than  are  possible  on  an  elevated  or  muuiUain  route. 


iim.ii  ••} 


'  Wa«hil 


CLIMATE.=^= 


Tlie  belt  of  coutUry  centrally  traversed  by  the  route  of  the  North- 
ern Pacific  Railroad,  and  comprised  between  the  43d  and  5  2(1  paral- 
lels of  north  latitude,  when  extended  in  a  zone  around  the  giube,  will 


hUlH 


*  NoTi:.— Mr.  Loriii  Dloclgct,  author  oK Bloiiget' s  CHuialology  of  the  United  Slates,  and  unqiics- 
tionalily  tlic  liijjliL'st  sciciuitic  authority  on  this  si'.lijcct,  fully  c  irrohoratcs  the  esliinati;  hi:rcin  given 
of  llic  climatt;,  resources  and  capubilitiej  of  the  Northwest.     Mr.  lilodgel  writes  as  follows  : 

"  f 'ir.NTi,i:M|.:N  .—  1  have  carefully  reviewed,  in  the  proof  sheets,  the  statements  ni.iile  i.i  the  aecnm- 
panyiu'.:  p.unpiili  .1  ret;aril  to  the  cliiiKUe  and  i  uUisiiMe  cap.icity  of  the  j^rcut  region  iriliut.iry  to  ih-; 
Kordicrii  I'.uijic  ...lilroad.  I  have  also  e.x.itiiined  anew  the  evidence  and  oliservations  accumulated 
by  nij  since  llie  j  uMic.ition  of  the  ^ener.d  \oUnne  from  wliii  h  qnoi.itions  are  m.tde. 

"  I  have  no  hesitation  in  saying;  that  die  anticip.iti'Mis  yu  iia\e  of  the  future  of  that  Rreat  section 
f.dl  helow,  r.itlier  than  e.\ceed,  the  results  ih.tt  uill  he  rc.di/vd.  Its  adv^iuayes  I'f  clini.tte  and  (pf  soil 
alike  are  still  iniiierfectly  ai>preci.ited,  even  hy  thi.se  wh.)  have  given  must  attention  r.  iheir  ev.unina- 
tion.  'I'he  plains  t.f  a  vast  area  there  lie  upi'U  rirh  friahle  limest.'ne;  and,  instead  of  the  arnl  spring 
ami  summer  whi»h  ]tre\'.nl  over  the  plains  i^f  l!ie  lower  latitudes,  there  is  here  a  f.tir  and  even  an  anij>le 
supply  of  rain  at  these  critical  seasons.     It  is  the  cold  season  that  is  conspicuously  dry,  and  that  re- 


»m 


^wne^ 


8 


THE  XORlllEKX  PACniC  RAILROAD. 


be  found  to  embrace  tlio  homes  of  tlie  most  enlightened,  progressive, 
energetic  and  tlirifty  jjopiilations  of  the  world — as  New  York,  New 
lilngland  and  Southern  Canada,  Great  Britain,  France,  Holland,  Bel- 
gium, Central  and  Northern  Germany,  Southern  Russia  and  Northern 
Jai)an.  Many  who  are  familiar  with  the  rigorous  climate  of  the 
Northern  portion  of  the  Atlantic  coast  have  mistakenly  inferred  that 
the  same  fact  holds  westward  across  the  continent  along  the  same  par- 
allels. But  as  climate  is  not  necessuiily  (lci)en(lent  upon  latitude,  so 
the  New  Northwest,  tributary  to  the  Nortiiern  Pacific  Railroatl,  has 
marked  climatic  advantages  over  many  countries  that  are  farther  south. 
In  comparing  the  temperature  of  the  western  half  of  the  American 
continent  with  that  of  the  eastern,  latitude,  or  distance  from  the  equa- 
tor, does  not  control  or  furnish  a  guide  to  conclusions.  For  example, 
Astoria,  Oregon,  near  the  western  terminus  of  the  Northern  Pacific 
Railroad  and  in  the  same  latitude  as  Quebec  on  the  Atlantic  coast,  has 
a  summer  temperature  eight  degrees  cooler,  and  a  winter  tem])crature 
iliirty  degrees  warmer,  than  the  latter  place.  The  summer  isothermal 
line  of  70  degrees,  which  in  Europe  passes  through  Southern  France, 
Lombardy,  and  the  wheat-growing  region  of  Southern  Russia,  strikes 
the  Atlantic  coast  of  the  United  States  at  the  east  end  of  Long  Island, 
and,  passing  through  Central  Pennsylvania,  Northern  Oliio  and  Indiana, 
diverges  northwesterly,  and  runs  up  through  Minnesota  into  British 
America  to  latitude  52,  at  least  360  miles  north  of  the  line  of  this  Road. 
The  fact  of  this  mildness  of  climate  westward  from  the  Missouri 
river  is  abundantly  established.  Nowhere  between  the  Lakes  and  the 
Pacific  is  the  climate  colder  than  in  Minnesota;  and  this  great  State 
is  not  surpassed  as  a  grain-growing  region,  or  in  healthfulness  of 
atmosi)here.  The  average  winter  temperature  of  this  State  is  16°,  the 
same  as  that  of  Canada  and  Northern  NewYurk;  from  December  to 
March  the  mercury  rarely  rises  above  32°  ;  hence  there  are  usually  no 
winter  thaws,  nor  storms  of  cold  rain.*     The  snow-fall  is  moderate, 


duces  til-  animal  precipitation  to  alvnit  35  inches,  T  <;hovild  now  modify  the  illustrations  of  my  rain 
maps  for  spring;  uiiil  sunimcr,  in  the  Nortluvest,  by  atldin^  two  or  tliree  inches  to  cadi,  thus  adding 
about  5  iiiclies  to  the  wliole  quantity  for  the  ycir.  i'he  quantity  of  8  inches  of  rain-fall  each,  fi  r  spring 
and  summer,  or  16  inches  for  the  growing  season,  is  ;l:»  ample  there  for  tlie  purposes  of  agriculture  as 
24  inches  would  lie  at  tlie  4.)tli  parallel. 

"  From  my  e.'.ilie.t  knowledge  of  that  r:ch  Northwest,  derived  from  Sir  George  Simpson  in  1851, 
and  from  all  tlie  sciciitiftc  and  other  surveys  subsequently  cundiicied,  1  iiave  been  deeply  impressed 
with  (lie  beauty,  fertility,  and  mildness  of  climate  in  this  future  (lermany  of  the  American  continent. 
The  line  of  the  Northern  Pacific  lioad  was  claimed  liy  me,  loiijj  before  ( io\'ernor  Stevens'  survey  was 
oi.;ani/ccl,  to  be  11. mindly  the  most  fivored  in  the  pass.ige  of  the  R'cky  mountains,  in  exemption 
from  hc.ivy  snows,  and  in  capacity  for  settlement  alui;;  the  entire  line.  It  will  open  up  a  country 
long  closet!  to  ;;eiieral  knowledge  by  the  policy  of  the  Hudson's  Uay  Coinpany,  hut  which  is  now  uni- 
versally admitted  to  be  highly  v.ilnable.  Its  real  merits,  however,  will  only  be  properly  kimwii  when 
it  is  aciiially  occupied.  Very  truly  and  respectfully  yonrs,  LORIN'   BLDUlil'M'." 

•*  Note. — It  is  not  claimed  by  -uy  that  the  winters  of  Minnesota  and  Dakota  are  mibl,  or  .attrac- 
tive to  those  who  dislike  crisji,  sh.irp  cold  at  the  proper  season,  lint  th.at,  with  proper  provision 
against  storms  and  exposure,  tlie  winter  months  in  Minnesota  are  not  only  endurable  but  enjoyable, 
is  unifoimly  testified  by  the  inhabitants  of  the  State.  Rev.  Horace  IJushnell,  D.  D.,  of  Hartford, 
Conn.,  after  spending  a  year  in  Minnesota,  writes  .as  f  jllows  : 

"  Tlie  winter  climate  is  intensely  cold,  yet  so  dry  and  clear  and  still,  for  the  most  part,  as  to  create 
no  very  great  sulTering.  Dne  w'.i  >  is  properly  dressed  finds  tile  climate  much  more  agreeable  than  the 
amphibious,  balf-lluid,  half->loppy,  grave-like  chill  of  the  Kast.  A  tittle  more  snow,  to  make  better 
.sleighing,  woulJ  he  an  improvement.     As  to  rain  in  winter,  it  is  almost  unknov.n." 


I 


THE  NEW  NOKTinVEST— CLIMATE.  g 

seldom  exceeding  a  foot  in  depth.  During  some  weeks  of  the  winter 
months  tlie  told,  :is  indicated  by  the  thermometer,  is  intense,  but,  as  is 
uniformly  testified,  so  dry  and  exhilarating  is  the  atmosphere  that  out- 
door labor  can  be  comfortably  performed  in  Minnesota  on  as  many  days 
of  the  year  as  in  the  Middle  States.  The  average  summer  temperature 
of  the  State  is  the  same  as  that  of  central  Pennsylvania,  (70'^)  and 
the  growing-season,  between  frost  and  frost,  has  tlie  ample  average 
lengtli  of  five  months,  or  about  150  days.  Perhaps  the  climate  of  the 
State  is  best  vouched  for  by  the  fact  that  half  a  million  people,  gathered 
from  all  latitudes,  have  found  homes  and  thrift  within  her  borders,  and 
that  the  State  is  one  of  the  most  i)rosperous  in  the  Union. 

The  seasons  of  Eastern  Dakota  are  very  similar  to  those  of  Minne- 
sota; antl  from  Dakota  westward  the  climate  steadily  modifies,  until,  in 
Western  Oregon  and  Washington  Territory,  there  is  usually  no  winter 
at  all  aside  from  a  rainy  season,  as  in  California.*  Twenty  varieties 
of  flowers  have  been  plucked  in  the  open  air  on  the  30th  of  December, 


*  Note. — A  weathcT  rcooril  kept  for  .1  scries  of  years,  at  Stcilacoom,  on  Puget  Sound,  in  laliliule 
47^  7',  gives  the  r.jlluwing  result : 

Mean  of  Four  Years. 


XXb/ 


January 

Febrnary 40° 

Marcli 41  = 

April, 48° 

May 5,6° 

Jnne, 61° 

J"ly Ch^ 

August, 64° 


Mean  of  Tour  Years' 
56'^    ')' 


September 

Octulier S-!"  - 

November, t^^  =' 

December, 38°  3' 


For  the  year 

Tliree  winter  monlbs, 


j.f 


The  avcr.ige  yearly  temperature  at  Steilacoom  diflfers  less  llian  one  dei^ree  from  tbat  of  Ccn'ral 
Obio,  seven  degrees  of  latitude  further  S>,uih. 

The  annexed  Table,  also  comi)ilei|  iVom  the  observations  taken  at  Portland,  determines  the  char- 
acter of  the  seasons  throughout  the  Willamette  Willey  and  Puget  Sound  liasin.  In  this  Table  "  Plea- 
sant "  refers  to  days  without  rain  or  snow;  "Rainy."  to  d.iys  when  it  rained  between  sunrise  and 
si.iset ;  "  Sunshine  and  Showers,"  and  "  Snowed,"  expl-in  themselves. 

Wii.^TIiiiit  Tablu. — .Average  for  Eleven  Years — 1853  to  i363,  inclusive. 

Pleasant,  without     Rainy  between  Sun-     Sunshine  and 
R.iinorSuuw.  rise  and  Sunset.  Showers 

8  3 

\ 

%  7 

4  7 

3  J 
*  3 

•«  3 

4  4 

5  5 

9  4 
JO  5 

C'J  57 

It  will  be  noticed  that  two  hundred  and  thirty-sev.-n  days,  out  of  tlie  three  hundred  and  sixty-five, 
were  "  pleasant."  November,  IJecenibcr,  January  and  February,  and  sonielinies,  M.irch,  may  be 
regarded  as  ihc  rainy  months;  and  May,  June,  July,  August,  September  and  October,  as  compara- 
tively dry  months  ;  although  some  months  termed  "  wet,"  occasionally  have  a  few  rainy  days  ;  while 
May  and  June,  and  September  and  October,  sometimes  have  from  6  to  10  rainy  days.  April  and  No- 
vember may  be  called  transition  months,  generally.  July  and  .\ugust  are  always  dry,  the  rains,  if 
any,  being  very  trifling;  often  no  rain  falls  during  those  inontlis. 


January ,     . 
.'"ebruary,  . 

18 

Is 

March,  .     . 

16 

April,     .     . 

■  3 

May,      .     . 

I'O 

June,      .     . 

J"iy,     .    . 

■.M 

-7 

August,.     . 

^7 

Septeniber, 

•J  J 

October. 

-.-•i 

November, 

17 

December, 

H 

Av.for  11  yrs 

-37 

\nd 

Snowed. 

The  number  0 

Rainy 

days 

fro 

n 

3 

2 

to    II 

per 

month 

3 

3 

t  1  ij 

" 

3 

3 

to  12 

0 

3 

t.     7 

'* 

0 

0 

to     8 

" 

0 

0 

to    6 

•' 

0 

0 

to    3 

" 

0 

0 

to     3 

" 

.  0 

0 

to    8 

" 

0 

0 

t )  10 

*' 

Snow  2 

years  out  of  11.    i 

to  11 

" 

2 

5 

to   .7 

*' 

8 

-One) 

ear 

••  /Washi^ 
•fowliilee 


•"^O'lrdJ 


■kiDn 


'V«^l 


.o*"!?!. 


ID 


11  ii:  .yoRiiir.AW  p/cific  railroad. 


near  Olynipia;  the  j^rass  is  usually  green  throughout  the  winter  about 
I'uget  Sound,  and  there  is  rarely  sufficient  ii  e  formed  for  preservation.* 
In  most  portions  of  Oregon,  Washington,  Montana  and  Northern  Idaho, 
rattle  and  horses  range  out  all  winter,  and  keep  in  excellent  condition  on 
the  nutritious  grasses  of  the  plains  and  valle\s.  Recortls  kejit  by  (lovern- 
nu-nt  offi(  ers  at  the  various  military  stations  on  the  ujjper  waters  of  the 
Missouri,  show  that  the  average  annual  temperature  for  a  series  of  years 
has  been  warmer  in  Northern  Montana  than  at  Chicago  or  Albany. 

The  average  climate  of  Western  Montana,  on  the  slopes  of  the 
Rocky  mountain  range,  near  the  most  elevated  ])ortions  of  the  Northern 
Pacific  route,  is  fairly  shown  bv  the  following  record  of  observations 
taken  in  Prickly  Pear  valley,  lo  miles  from  Helena,  at  morning  and 
noon  of  each  day,  from  December,  1869,  to  December,  1870,  iu(  lusive: 


Decem1)L'r,  (i<S6g), 
1 1  Jaiuuiiy,  (1870),  . 

I  February,   . 
il  March,  .  .     . 

'  Ajinl 

1:  M^iy 

I '   Tune,      .... 

1 1  • 

|!  July 

]  Au};ust,       ,     .     . 


11° 

24° 
16° 

34° 
4i° 
49° 
48° 
40° 


■  ■'                    1 

'A 

MONTH. 

d 

y. 
0 

34° 

30° 
27° 
10^ 

iS° 

8 
^- 

69° 

49° 
42° 
26° 

32° 

31° 

■      27° 

37° 

32° 

66° 

!    6.5° 

ScplcmlKT,       .      .      . 

Octiilior 

November,       .     . 
December,             .     . 
AVIIKACK  IIV  SKASnNS 
Winter, 

74° 
84° 
71° 


,   Sprinj,',  . 

'   Summer, 

!|  Autumn, 


46° 
30° 


54" 
77° 
53° 


Dtiring  this  period  of  396  days  there  were  only  five  on  wliich  the 
thermometer  stood  below  zero  at  noon.  The  coldest  day  marked  26^ 
below  at  noon,  and  the  warmest  98°  at  noon. 

This  remarkable  modification  of  idimate,  westward  across  the 
continent,  the  existence  of  which  no  well-informed  person  now  cpies- 
tions,  is  dt:e  to  several  causes,  chief  among  which  are  i)robably  these : 
First,  the  mountain  country  lying  between  the  44th  and  50th  jjarallels 
is  lower  by  some  3000  to  4000  feet  than  the  belt  lying  immetliately 
south.  The  highest  point  on  the  line  of  the  Northern  Pacific  Road  is 
about  2700  feet  lower  than  the  corres])onding  summit  of  the  Union 
and  Central  line.  As  has  beon  iireviuusly  mentioned,  the  average 
elevation  above  the  sea  of  the  entire  route  of  the  Union-Central  I'acific 


*Aii  .iccur.iti--  record  kept  at  P'lrll.Tiid,  Orcunn,  diiriiic;  ttic  last  twelve  years,  gives  tlie  follinvitig 
aver.iye  raiiye  uf  temperature,  as  eumpared  will)  thai  of  New  Voik  Cily  ; 

Latitude.       Spring.  Sinunicr.      I'all.       Wnitcr.  Average. 

Western  I Ire-.m 4(')'  i./            51  >            (Ji"            54O            ^p  y<" 

New  Vork  Lily 4.^  45',          \'i°            7.;"            S4^            31^  51'^ 

The  comparative  rain  f.ili,  in  inches,  during  ihe  same  pi-riini,  was  as  follows  : 

Spring.      Sinntner.        I'".dl.         Winlei  V<-.ir. 

Western  ( )regon 6                  4                17                2<  5,, 

New  York  Cily, 11                u                 9               10  4' 


i 


til 

th 
th 
ar 


COMJ'AA'A  TIVE  LA  TI'l'L 'DE—MOIS Tl 'RE. 


1  I 


Road  is  5000  feet,  wliile  that  of  the  Northern  Pacific  is  only  1900  feet, 
liotli  the  Ro(  ky  and  the  Cascafle  ranges,  where  they  are  crossed  l)y  tlie 
Northern  Pacific  route,  are  broken  down  to  low  elevations  compared 
with  tlieir  lieight  four  hundred  miles  southward.  This  difference  in 
altitude  would  itself  account  for  much  of  the  difference  in  climate,  as 
each  300  feet  of  elevation  reduces  temjierature  one  degree;  that  is, 
other  things  being  equal,  two  jioints  situated  on  the  same  i)arallel,  one 
luuing  an  elevation  of  7500  feet  anil  the  other  an  elevation  of  2500, 
would  ordinarily  show  a  difference  in  average  temperature  of  about  17^, 
it  being  that  much  wanner  at  the  lower  elevation.  But,  second,  the 
warm  winds  from  the  South  Pacific  Ocean  which  prevail  in  winter, 
and  (aided  by  the  warm  ocean-current  known  as  the  Kuro  Siwo,  and 
corresjionding  to  our  Atlantic  gulf-stream)  produce  the  genial  climate 
of  our  Pa(  ific  coast,  pass  over  the  low  mountain  ridges  to  the  north  of 
latitude  44"^,  and  carry  their  softening  effect  flir  inland,  giving  to 
Western  Washington  Territory  the  winter  climate  of  Louisiana,  and 
to  tlie  valleys  of  Idaho  and  Western  Montana  the  mildness  of  Ohio. 

COMPARATIVE  LATITUDES,  NORTH. 

The  following  table,  giving  the  latitude  of  leading  cities  and 
countries  in  Euroi)e,  as  compared  with  that  of  the  Northern  Pacific 
Railroad,  may  serve  to  correct  some  misapprehension  on  this  subject — ■ 
showing,  as  it  does,  that  the  line  of  this  Road  is  on  the  i)arailel  of 
Northern  Italy,  and  350  miles  further  south  than  London  : 

I.ATI  ITDF. 

Niirthoin  Il.ilv 4j'  3c/ 

Paris     ..." 4,S°  50' 

Loiido-^ ^l"^  _^o' 

liciliii        5j"  jo' 

(ilnSl^OW V'^ 

Stockliiilin • 58°    }o 

St.  IVlLTsiiurj; iio^ 

Nonheni  I'acuic  Railroad 46''   30' 

MOISTURE. 

One  of  the  causes  heretofore  cited  as  hel[)ing  to  jiroduce  the  mild 
seasons  of  the  New  Northwest — namely,  tl'.e  low  altitude  of  the  country 
generally,  and  the  depression  of  the  mountaiii  ranges  toward  the  north — 
may  also  account  for  the  greater  degree  of  atmospheric  moisture  in  most 
parts  of  this  vast  area.  The  southwest  winds,  saturated  by  the  evapo- 
ration of  the  tropics,  carry  tiie  vapor-laden  clouds  eastward  over  the 
low  continental  divide,  antl  distribute  their  moisture  over  nuich  of 
the  Fertile  Pelt  stretching  from  Puget  Sound  eastward.  Farther  south 
tlie  mountain  ridges,  with  their  greater  altitude,  act  as  a  wall  against 
the  warm,  moist,  west  winds;  hence  the  colder  winters  and  greater 
aridity  of  much  of  the  region  south  of  forty-fourth  parallel.  Professor 
Plodget,  already  quoted,  says : 


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riij'.  xoRTUKRX  PACiric  kaii.ro AD. 


"  I  luivo  no  doubt  there  is  as  mucli  rain-fall  on  the  upper  Missouri,  to  the  very 
foot  of  the  mountains,  as  there  is  on  the  great  wheat-growin;,'  ])lains  of  Rus'  ia,  and 
that  ultimately  these  American  ])lains  in  the  New  Northwest  will  exceed  even  that 
granary  of  Murope  in  productiveness." 

While  irrigation  is  necessary  to  the  best  production  of  most  crops 
along  much  of  the  route  from  western  Dakota  to  Eastern  Washington 
and  Oregon,  it  seems  to  be  tlie  uniform  testimony  of  those  who  have 
practised  systematic  irrigation,  that  tlie  greatly  increased  yield,  the 
absolute  certainty  of  regular  croj^s,  and  exemption  from  risk  of  damage 
by  bad  weather  in  harvest  time,  more  than  compensate  for  the  cost  of 
irrigating-dilches.  The  remarkable  net-work  of  living  brooks,  lakes, 
streams  and  navigable  rivers  witli  which  this  region  is  supplied,  is, 
perhaps,  its  most  striking  feature,  and  furnishes  the  basis  for  a  simple, 
natural  and  economical  system  of  irrigation  for  the  fertile  farming 
lands  of  the  interior.* 

HEALTHFULNESS. 


In  the  healthfulness  of  its  climate  the  New  Northwest  is  quite  as  for- 
tunate as  in  its  natural  resources.  There  seem  to  be  absolutely  no  dis- 
eases peculiar  to  the  region  or  superinduced  by  local  causes.  Ague  is 
tmknown,  anil  pulmonary  affections  are  often  much  mitigated,  when  not 
cured,  l)y  removal  to  the  Northwest.  Of  the  sanitary  effect  of  Minne- 
sota air,  Hon.  Alexander  Ramsey  of  the  United  States  Senate  says: 

"  Within  the  past  few  years  Minnesota  has  become  a  popidar  resort  of  invalids 
afHicted  willi  diseases  of  the  throat  and  lungs;  and  physicians  who  formerly  sent  their 
patients  to  languisli  among  the  jjcrennial  flowers  of  some  soft  Southern  sky  now  gen- 
erally agree  in  prescribing  the  more  elastic  and  invigorating  air  of  the  far  Northwestern 
States  as  the  most  efficacicjus  of  inhalants.  Z)/j  air  is  a  non-conductor  of  heat,  like 
a  garment  of  wool.  The  dry  cold  winter  air  stimulates  the  apjietitc  and  digestion; 
it  quickens  the  circulation  and  imparts  elastic  vigor  and  joyous  exhilaration  to  body 
and  mind.  It  gi\  -s  their  full  effect  to  all  the  invigorating  influences  of  a  northern 
climate  in  building  up  the  wasted  strength  of  the  body,  frce<l  from  the  injurious  counter 
inlluences  of  a  damp  atmosphere.  I  suppose  it  is  owing  partly  to  the  same  cause  that 
that  scourge,  fever  and  ague,  is  unknown  in  Minnesota." 


*  NoTK. — The  crnps  of  grain  and  vegetables  raised  in  Montana  during  the  past  ten  years,  inider  a 
che.tj)  aiul  inipcrfcci  system  of  irrigation,  have  l>eun  very  hirgc.  Mr.  'I'hunias  I'.  Roberts,  C.  l^.,\vrit- 
uig  fr.ini  Helena,  Montana,  under  date  of  Ocloljer  9,  1S7;,  says  : 

**  'I'liroughoiit  Montana,  this  year,  the  average  wlieat  cnip  lir.s  been  over  fifty-five  t)usliels  per 
acre — the  average  of  many  farms  being  over  sixty-five.  Several  farmc  personally  i.nown  to  nie  have 
raUen  from  speci.dly  measured  acres  soniewhat  over  ctne  hundred  bu  ils  of  wheat  per  acre.  This 
-.ounds  almost  incredible,  but  belief  or  unbelief  does  not  alter  the  fact." 

The  AVrc  Xort/nrest,  published  at  Deer  Lodge  City,  near  the  point  where  the  routeof  the  North- 
ern Pacific  Railroad  passes  the  main  divide  of  the  Rocky  Mountains,  contained  the  following  111  il^ 
is-sue  of  October  5,  1872  : 

"  As  an  evidence  of  the  productiveness  of  Montana  soil  we  submit  the  following  award  of  ])re- 
miums  by  the  Agricultural  Department : 

"  Tor  best  acre  of  wheat  'being  lo.;  bushels),  premiiuu  awarded  tr  James  L.  Ray,  of  Lewis  and 
Clark  county. 

"  Kor  tile  best  crop  of  Harlcy,  premium  to  Messrs.  Korbis  I'i  llurson,  yield  11 3 '4  bushels  to  the  acre 

"  llest  crop  of  oats,  premium  to  Messrs.  Korbis  (i  I'urson,  yield  loi  bushels  to  the  acre. 

"  Hest  crop  of  pot.-'toes,  premium  to  Messrs.  Korbis  and  liurson,  61  j  bushels  to  the  acre. 

"  Best  crop  uf  onions,  premium  to  I'orbis  ^  Uuriion,  J98}|  bushels  per  acre." 


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KJ^SOL'KCES  OF  THE  LAND  CKAXT. 


And  Dr.  Horace  Rushnell  gives  the  following  testimony  : 

"  I  went  to  Minnesota  in  July,  and  remained  till  the  latter  part  of  tiic  May  fol- 
lowintj.  I  liad  spent  a  year  in  Cuba  without  benefit.  I  had  also  spent  nearly  a  year 
in  California,  makins;  a  gain  in  the  dry  season,  and  a  partial  loss  in  the  wet  season, 
returning,  however,  sufficiently  improved  to  resume  my  labors.  Breaking  down  again 
from  this  only  partial  recovery,  I  made  the  experiment  now  of  Minnesota;  and  sub- 
mitting myself,  on  returning,  to  a  very  rigid  examination  by  a  ])hysician  who  did  not 
know  at  all  what  verdict  had  been  passed  by  other  jihysicians  before,  he  said,  in  accord- 
ance with  their  opinions, '  Vou  have  had  a  difllculty  in  your  right  lung,  but  it  is  healed.'  " 

In  tills  regard  the  climate  of  Dakota  is  substantially  the  same  as 
that  of  Minnesota.  Of  tlie  next  subdivision  on  the  west,  the  Presi- 
dent of  the  Montana  Emigration  Association  says : 

"  There  may  be  other  countries  as  healthy  as  Montana,  but  I  hazard  nothing  in 
saying  that  nowhere  is  tliL're  a  healthier  one.  We  have  not  a  single  disease  of  any 
kind  which,  at  any  season  of  the  year,  is  incident  to  or  prevalent  in  the  Territory. 
A  case  of  genuine  ague  would  be  as  great  a  rarity  as  a  case  of  lepixjsy.  I  regard  the 
climate  as  unsurpassed  for  the  cure  of  i)ulinonary  complaints,  when  the  lungs  are  not 
beyond  all  cure," 


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THE  NEW  NORTHWEST. 


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CHARACTER  AXD  RESOURCES  OF  lUE  COMTAiVV S  LA.\T>  URA.\7\ 


THE  New  Northwest  may  be  defined  as  embracing  our  northern 
tier  of  States  and  Territories  west  of  Michigan,  and  extending 
to  the  Pacific  ocean  ;  namely,  Wisconsin,  Minnesota,  Dakota,  Mon- 
tana, Idaho,  Washington  and  Orepon.  These  subdivisions  constitute 
what  climatologists  have  aptly  termed  the  Fertile  Belt  across  the  con- 
tinent, as  distinguished  from  the  extremely  elevated,  mountainous,  and 
generally  unproductive  regions  farther  south.  Along  the  central  portions 
of  this  Fertile  Belt  the  Northern  Pacific  Railroad  is  building,  and  here 
it  receives  its  Grant  of  Lands.  The  region  thus  being  developed  is 
jieculiarly  rich  in  the  following  resources,  the  raw  materials  of  abundant 
wealth,  the  basis  for  the  support  and  prosperity  of  a  large  population, 
and  the  source  of  a  vast  interior  and  foreign  commerce : 

FARMING  LANDS. 

The  promoters  of  the  Northern  Pacific  Railroad  did  not  enter 
upon  the  work  of  construction  until  they  had  definitely  ascertained, 


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77//;  xoA'r///:A'.v  rAcn-ic  railroad. 


from  tliorougli  ])crsonal  inspection,  that  tlie  section  of  country  to  be 
spanned  by  rail  was,  on  tiie  whole,  and  making  liberal  allowance  for 
exceptional  waste  tracts,  a  region  of  singular  fertility  of  soil  and  salu- 
brity of  climate.  'J'hc  fact  being  once  established  that  a  fair  propor- 
ticjn  o(  the  land  between  Lake  Superior  and  Puget  Sound  is  well  adapted 
to  the  production  of  <  ereals  and  vegetables,*  it  became  a  certainly  that 
the  une\(  elicd  gra/.ing,  the  invaluable  forests,  the  iron,  the  coal  and 
the  deposits  of  gold,  silver  and  copper  which  occupy  much  of  the 
remainder — added  to  its  favorable  commercial  position — rendered  the 
region  in  question  one  of  great  attractivi  ess  and  natural  wealth,  and 
assured  its  rajiid  settlement  and  solid  growth. 

Thi.s  estimate  of  the  character  and  future  of  the  New  Northwest 
is  now  very  generally  accepted.  During  the  last  two  years,  ])articu- 
larly,  thousands  (jf  jjcrsons  have  visited,  for  purposes  of  settlement  or 
observation,  nearly  all  portions  of  this  new  region,  and  their  volun- 
tarv,  nearly  unanimous,  and  usually  enthusiastic  testimony  has  more 
than  confirmed  the  earlier  statements  of  the  Company.  The  thorough 
surveys  and  examinations  made  during  tlie  same  jjeriod  by  the  Com- 
pany's engineer  corps  have  placed  beyond  doubt  the  great  value  of 
the  i:ountry  traversed. 

The  best  agricultural  lands  embraced  within  tlie  Grant  are  situ- 
ated between  the  Mississippi  and  the  Missouri  rivers  in  western  Min- 
nesota and  eastern  Dakota  (including  the  sui)erb  Red  River  valley, 
some  eighty  miles  in  width),  in  the  valleys  of  the  Yellowstone  and  its 
branches  and  the  tributaries  of  the  Missouri  in  Montana,  and  the 
portions  of  Idahcj,  Washington  and  Oregon  bordering  on  the  Colum- 
bia and  its  liranches.  Eastern  Minnesota  and  Western  Washington, 
at  the  two  extremes  of  the  route,  being  mainly  timbered,  are  not 
classed  as  agricultural  sections,  although  there  is  much  excellent  farm- 
land in  both. 

In  addition  to  this  general  survey,  it  is  only  necessary  to  give  the 
testimony  of  a  few  persons  who  speak  I'rom  personal  knowledge,  and 


''=  X'i'n:, — Wlicn  the  New  Xortliwest  is  desrribecl  as  .1  generally  fertile  ami  attractive  repien,  clue 
alli>waiue  is  -if  course  made  for  ilie  impiuduciixe  aiul  cninp.iraiively  wnrlliless  sectitms  which  arc 
necessarily  etiihracetl  in  </;n' area  of  so  ^reat  extent.  Hut  after  making;  all  deductions  su^^ested  hy 
tl'e  must  critical  jiid>;meni  the  fict  remains  as  represented  hy  the  various  authorities  quuted  in  these 

tM^c>.  It  is  to  he  remendiered  that  in  ^ome  of  the  oltlest  aiul  richest  aL;rienltural  States  considerahly 
e>s  than  half  the  land  is  snitahle  f  »r  tillage,  and  jiracticalh'  a  \ery  moderate  jiercenta.ue  I'f  the  whole 
lias  e\'er  heen  turned  hy  tue  plow.  I''or  example,  t!ie  report  of  l lie  I'nited  States  censu.s  for  187  i  shows 
the  perccntaiic  of  improved  lanils  in  each  of  the  several  Slates  named  to  lie  as  ;.;i\en  in  the  following 
tahle  :  and  to  ascertain  the  peri:eiUa,Lie  of  area  actually  tilled  or  plou;.;hed.  the  following  fiiiures  must 
lie  considerably  reduced  hy  dednctini;  j;rass  lands,  mountain  p.cslurage,  and  other  ureas  nut  proyerly 
classified  its  either  liUeil  KukU,  forest,  ur  waste  ; 

Pl!npni)TION   OF 

Imckivi:i)  Land. 

I,<niisiana 6' ^  per  cent. 

Alahani.i l^tj     *'  *' 

North  and  South  Carolina 101-7**  " 

\"irgiiii.i  anil  Vv'esl  \'irginia 27'i'     "  " 

.Average  for  Southern  Si. ites     .      .     .  17'.^      "  '* 

New  Vork        5j         *'  " 

Pennsylv.uiia ^u' ^     "  " 

Maine i4;3     "  " 


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whose  cliaractor  nnd  standing  render  tlieir  statements  conclusive. 
Major-General  Winfield  S.  Hancock  of  tiie  U.  S.  Army,  until  recently 
in  command  of  tlie  Dei)artment  of  the  Northwest,  and  iiersonally 
fLimiliar  with  the  entire  region,  writes  as  follows  of  tlie  Red  River 
valley  and  its  future  : 

"The  Valley  of  llic  Rod  Uivcr  is  one  of  the  richest  m  the  couiUiy,  and  will  sup- 
port a  lart;e  iiii|nilalion  which  willmiit  dinibt  will  occupy  it  al  no  dislaiU  day. 
The  conipleliiMi  of  railroads  now  under  construction  will  (^ive  such  facilities  for  the 
transportation  of  the  crops  hereafter  to  be  raided  in  this  i;reat  valley,  that  it  may  safely 
he  predicted  that  it  will  not  be  \ong  before  the  population  of  thai  jiart  of  it  within  our 
territory  will  be  sufhcient  to  form  a  jiowerful  State.  I  know  of  no  i^reat  b.idy  of  land 
in  the  northern  climate  which  is  likely  to  jirove  so  vahialile  for  the  raisinj^  of  wheat, 
or  wheic  the  price  of  land  will  rise  so  rapidly.'' 

Governor  J.  R.  Hawley,  of  Connecticut,  who  also  speaks  from 
personal  observation  of  the  region  referred  to,  u.ses  the  following 
language  in  the  Hartford  Coiirant : 

"In  its  first  looo  miles  the  Northern  Pacilic  Road  will  pass  throu<;h  one  of  the 
best  wheat  reL;ions  in  the  world — of  vast  extent  and  threat  fertility.  It  will  traverse 
the  rich  lands  of  the  valleys  of  the  Red  River  of  the  Xorlh,  the  Missouri  ami  the 
Yellowstone.  The  products  of  the  fertile  reL;ions  of  the  Assiniboine  and  Saskatch- 
ewan, will  find  their  way  to  market  over  its  rails,  and  the  rapidly  increasini^  volume 
of  minin_^  business  already  existintj  in  Montana,  will  inevitably  accept  of  the  facili- 
ties the  road  will  afford.  The  excellence  of  the  country  and  the  rapidity  with 
which  it  is  filling  with  immii;ran"s,  give  promise  of  a  local  business  which  alone 
will  rival  the  traffic  of  the  present  Pacific  Road.  And  when  to  this  is  added  the 
through  traffic  of  the  world,  there  is  left  no  room  to  doubt  that  the  Northern  Pacific 
v.'ill,  from  the  start,  perfiirm  in  its  field,  as  great  a  work  as  is  now  being  done  by  its 
more  southern  neighbor.  Were  there,  then,  nothing  but  the  business  of  the  road 
upon  which  to  depend,  its  projectors  might  reasonably  hope  for  a  paying  return;  but 
behind,  and  supporting  all,  is  the  immense  grant  of  50,000,000  acres  (jf  land.  These 
lands  are  not  irreclaimable  waste  places,  but  are  mainly  fertile  plains  and  valleys — 
well  watered  and  lying  in  the  midsi-  of  a  temperate  climate." 

Of  that  part  of  Dakota,  between  tlie  Red  river  and  the  Missouri, 
Chief-Engineer  W.  Milnor  Roberts  says: 

"  Tl'.e  whole  country  is  a  gently  undulating  plain,  aflor('  .g  ample  drainage,  inter- 
spersed with  occasional  lakes,  some  of  which  aie  brackish  and  the  others  of  fresh 
water,  'i'hc  rain-fall  the  present  season  [1872],  through  all  this  region,  has  been 
abundant,  and  at  times  superabundant.  .VI)out  thirty  miles  east  ofthe  Missouri 
the  line  enters  the  wide  and  beautiful  valley  of  Apjile  Creek,  down  which  it  passes 
by  a  gentle  grade,  over  excellent  soil  all  the  way  to  the  river.  The  entire  region, 
from  the  Red  river  to  the  Missouri  and  beyond,  at  the  time  I  passed  over  it,  was 
clothed  with  nutritious  gr.ass,  afl'ording  fine  pasture,  without  exception,  along  the 
whole  200  miles.  For  a  large  portion  of  the  distance  the  soil  is  very  sujjerior,  equal 
to  the  best  of  any  land. 

"Of  the  productive  qualities  of  the  soil,  I  saw  sufficient  evidence  in  the  superb 
appearance  of  a  garden  of  several  acres  at  the  second  Slieyenne  crossing,  56  miles 
West  ot  R.ed  river.  The  ]iotatoes,  corn,  peas,  beans,  radishes,  (S:c.,  were  among  the 
finest  1  have  anywhere  seen.     The  valleys  uf  the  Slieyenne  and  the  James,  where 


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rchoc  the  e>e,  an(i  vi  ^-vciywhe-c.      I l^e  va.  ^^.^.,^ 

„ea.trivervalleys.I  fou      y  Hit  ^^^^  ^^,,,,,^0,0.  -me^  fuU)     P  ^^^^.^^^^ 

,U.  route  f..n-v.  some  a,.lancc  ^^^^^       ^.^  ,,j,,„,,   ma  '.  ^^^^_^ 

''  "  '^  ""■.!"  I   their  statements  re.pect.n,  al    the  c    .nt  ^^^.^^^^^^  ^^^ 

,„en  very  '^'U'^'^^*;:      .^j,.,  „f  u,e  Cnnpanv  to  have  a U    t  ^^^^^^      ^^^^.^^^ 

kn.Avinti,  as  I  do.  the  -K  ^^^^^^e.  the  aavanlages  of  the  '^;  .,       ,,,^1  the 

the  Uoa.l  IS  hu.Ul  n  ■  ,   ..j^i,.,,,  ami  yet  make  apeileeiiy 

TheLa,iclCo.i.tniss>oncrofthcUmtca 

foriS70,lKtsthcfoUowtng:  .,,  .oil  as  ah.ost  any  State 

,        ,      ,.  ,.cat  a  variety  of  surface  and  as  r.ch  a  si       ^  ^^    ^ 

\ationofilecayea%e^tia 

Agnciilttive,  ^^n^l^b  "  ^^ 

Sei)tem\)ci-,  1^7 2 .  ^^^Y^  •  ^^^,  ,go,  has  now  a 

vcllom  10  SCO  ilK'l"'")"'' "'""■"•'■ 


loses  as  u>n""^  •  f  «<Atire    not  '"'ly  ••'■  -■ 

ing  lb.:  l.roaaciivo  civ.:il'U«  "f;  ;   r,t^     ^,,  evidenced  by  tli=  januy  ^^^^^^  ^^.^  ^„^,,^.  rci;.or,;v.  ^^^^.^_^ 


i,,„  ,,.e  l.roduciivo  civ.:il'U«  o  .  v^  ^t  evidenced  by  ''^^  J-V^^.'^^imost  this  ent.re  t;^^'  "^^    p.,eif,c 

"^'r,  liaUu...  ^'  ''-^;;:=,  f  ti^'r^Mliat  less  th.u,  ^->  ^-^C^^^^;  ^e  building  of  tl^e  N^  ^^'V,,,  „,... 
itea,bntals.,(.n;icunm    o    I  ^^,^iemenl  dnrin;;  I  Uedvitl.  reference  to  sn^h  •'    "^1  ^^j^ •,„„  <.f  a 

»;h:;d  U'!^  cS  r;u.t,,b.  cc.,d  l,ave^|;-  ^  '  ■ 


,„enl  cU.rin^  ""'  ^'^u    V^&ence  to  sneh  :t  ms-  > .  ;^^^^  ,,f 
^-VtHn.«  was^'.--  lI^jJ^w^mkrM  proyf  '^f  ''^l^'itl"^  William  Cba.t.cld.mac^J^^' ^^^^.^^j,^ 


committee,  and  by  U.  r. 
Society.) 


newc.untry.andi^ 


ri 


GRAZl.W,  LANDS— CA  TTLE-NAISIXG. 


17 


through  which  the  Noitlicrii  racitk  Railroad  passes  in  Minnesota  ami  Dakota — 
vciretaijles  as  fine  as  I  liave  anywhere  seen,  and  wheat  as  jjood  as  was  ever  ^jrown 
and  rejircsenled  to  have  heen  a  product  of  40  Inisliels  to  the  acre.  Tlie  Nortlicrn 
I'acilic  kaihoad  is  hkely  to  deveiope  a  new  world  for  settlement  and  cultivation." 

A  tourist,  describing  the  Yellowstone  valley  in  Montana,  says : 

"  Some  of  the  other  valleys  are  lieautiful.  This  is  grand.  It  abounds  in  mag- 
nificent scenery,  most  excellent  farm-sites  and  water  powers.  Tlie  soil  is  very  ritii 
and  fertile,  timber  very  convenient,  coal  and  iron  cropping  out  in  aiiundance  at  differ- 
ent poiiUs,  and  at  others  evidence  of  rich  deposits  of  cujiper,  while  the  surrounding 
mountains  are  rich  in  gold  and  silver-bearing  ([uartz." 

Mr.  Blodget,  in  his  standard  work,  the  Climatology  of  the  United 
States,  says  of  the  New  Northwest : 

"  The  assertion  may  appear  at  first  unwarranted,  but  it  is  demonstrable  that  an 
area  not  inferior  in  size  to  the  whole  of  the  United  States  east  of  the  Mississipj)!  lies 
west  of  the  98th  meridian,  and  above  the  43d  jiarallel,  which  '\s pei/t\t!v  adiipled li> 
the  fullest  onupation  by  ciiltivaled  nations.  It  has  an  immense  and  )'et  unmeasured 
capacity  for  occupation  and  expansion." 

Of  the  region  traversed  by  the  Northern  Parific  Railroad,  in 
western  Minnesota  and  eastern  Dakota,  Hayanl  'laylor,  after  personal 
observation,  writes  to  the  New  York  Tribune  as  follows : 


"^t^^ 


la 
fniH'ii 

Idalio  oV 


I  Johim 


% 


"  The  plain  over  which  we  journeyed  [the  Red  River  valley]  is  as  fertile  as  any 
region  in  the  world.  .  .  .  Thirty  miles  to  the  eastward  there  is  a  splendid  Lake 
country,  with  oak  openings  which  are  filling  up  with  wonderful  rapidity,  .  .  . 
There  seems  to  be  no  doubt  that  all  this  portion  of  Minnesota  will  soon  be  taken  up 
by  the  best  class  of  emigrants.  .  .  .  Prom  this  time  on  the  Northerr.  Pacific 
Railroad  will  hardly  be  able  to  outrun  settlement.  After  its  first  hundred  miles  of 
forest  and  swamp  it  passes  through  a  region  wholly  beautiful  and  fertile,  and  a  climate 
constantly  improving  in  temperature.  .  .  .  The  fertility  of  the  country,  although 
unexpected,  surprises  me  less  than  the  rapidity  with  which  it  has  been  taken  up  by 
coming  settlers." 

GRAZING  LANDS. 

i  Of  those  sections  of  the  Fertile  Belt  wiiich  are  neither  timbered 
nor  adapted  to  cultivation — embracing  elevated  jjlateaux  and  much  of 
the  mountain  land — the  greater  part  is  covered  with  nutritious  grasses, 
furnishing  a  stock-range  not  anywhere  excelled.  The  well-known 
Bunch-Grass  of  Montana,  Northern  Idaho,  and  Eastern  Washington 
and  Oregon,  has  been  likened  to  sheaf-oats  for  its  nutritive  and  palatable 
qualities.  West  of  Dakota  this  natural  pasturage  is  perennial ;  cattle 
are  not  usually  fed  in  winter,  and  herds  of  buffalo  which  have  migrated 
northzvard  in  autumn  thrive  throughout  the  winter  months  in  the 
comparatively  sheltered  and  snowless  valleys  of  the  forty-sixth  parallel. 
A  large  portion  of  the  beef  supply  for  the  markets  of  the  East  will  soon 
be  furnished  from  these  unequalled  natural  pastures  of  the  Northwest. 


owJuIm  I 


tnoldt  O^ 

B 
IklUtn 


>^n 


mil 


i.S 


•////•;  \Oh'77//:A\y  IWCIIIC  RAll  l<OM\ 


'I'lic  fart  tliat  ill  thf  iKirtlnvcsti'rn  (  limatc  In-cf  can  lie  |icTff(  tly  riircd 
and  sliippc'd  in  tlic  bust  i)Ossil)lc  condition,  witlioiit  ri>k  of  damage, 
gives  tlie  region  a  ( ontrnlling  advantage  over  the  stoi  k  ranges  in 
soiitliern  lalittules. 

den.  \\.  V.  Potts,  present  Governor  of  llic  Territory  of  Montana, 
writes  as  follows  : 

"  .\s  .T  ^'lazini,'  rei^ion  it  is,  I  iliink,  fjenerally  admitted  hy  Western  stock  men  of 
cx)ieiience,  tluu  Montana  is  unsiirpassuil.  Its  superiority  cdM>ists  in.iinly  in  this,  that 
tiic  jjiass  is  nioic  ahnnd.int  and  of  iietler  (luahly,  the  winters  are  milder,  and  the 
snow-f.dl  i>  less  in  our  sheltered  valleys  tlian  on  the  elevated  and  exposed  plateaux 
further  south.  (lood  water  for  stoek  is  abundant  in  Montana,  and  the  climate  is  sueli 
that  herds  keep  perfectly  healthy,  an<l  the  increase  is  reniarkalily  rapid  and  certain. 
Durini^  the  past  two  years,  thousands  of  cattle  have  been  driven  into  Montana  from 
Texas,  (Colorado  and  Wyoming.  It  is  estimated  that  mure  than  a  luindrLil  thousand 
head  are  now  in  the  Territory, — the  owners  intending  to  let  their  herds  increase  until 
the  Xorlliern  Taiillc  Railroad  gives  them  an  outlet  to  the  market. 

"  Xotwithstandini^  the  exceptional  severity  of  the  past  winter  i  1871-2)  and  tlie  fact 
that  no  fodder  of  any  kind  was  provided,  it  is  now  found  that  the  loss  of  cattle  in  Montana 
has  scarcely  reached  one  per  cent.,  while  in  some  other  Territories  the  losses  iiave  been 
from  ten  to  fifty  per  cent,  of  many  herds.  It  would,  of  course,  he  wiser,  in  all  localities, 
for  stock  raisers  to  put  up  some  hay  (since  it  costs  only  the  cutting),  even  if  they  do  nut 
have  occasion  to  use  it  one  winter  in  ten. 

"  Many  have  expressed  the  opinion  that  the  bunch-grass  of  Montana  is  worth  more 
to  the  Territory  than  all  her  gold  and  silver  mines,  rich  as  these  are.  This  ])eculiar 
grass,  more  nutritious  than  (  )liio  timothy,  starts  up  in  eaily  spring,  reaches  maturity 
in  June,  and  then  cures  where  it  stands,  retaining  ail  its  nutritive  qualities,  and  con- 
stituting the  finest  autumn  and  winter  feed  for  cattle  th.at  nature  has  anywhere  provided. 
It  not  only  grows  in  the  valleys,  but  covers  the  footdiills  and  bench  lands,  and  fre- 
quently reaches  to  the  mountain  tojis,  thus  furnishing  unlimited  grazing  throughout 
the  year  on  lands  not  available  for  other  purposes. 

*'  1  know  of  no  business,  open  to  all  comers,  which  offers  such  solid  inducements 
as  stock-raising  in  Montana.  With  good  management  the  risks  are  few  and  the 
returns  are  large.  Men  long  engaged  in  the  business  .assure  me  that  the  profits  exceed 
four  per  cent,  a  month,  thus  doubling   he  capital  in  two  years." 

What  Gov.  Potts  has  said  of  Montana  is  substantially  true  of 
Northern  Idaho  and  Western  Washington.  Of  the  latter,  Hon.  J.  Ross 
Browne,  in  an  otificial  report  to  the  United  States  Governnient,  says : 

"  For  grazing,  these  tables  and  side  hills  of  Eastern  Washington  cannot  be 
excel!i\i.  They  are  covered  with  a  luxuriant  growth  of  native  bunch-grass,  of  most 
nutritious  quality.  During  the  rains  of  sjiring  it  seems  to  attain  its  growth,  and 
through  the  dry  season  which  follows  it  stands  to  be  cured  into  the  best  of  hay,  ])re- 
serving  its  strength  and  esculent  properties  all  winter.  Stock  abandon  the  green  grass 
of  the  bottom  lands  to  feed  upon  it,  and  on  it  they  keep  fat  the  year  round." 

The  grazing  lands  of  Minnesota  and  Dakota  are  also  excellent, 
antl  have  tlie  advantage  of  being  nearer  to  a  permanent  market,  but 
compared  with  the  region  farther  west  they  have  the  disadvantage  of 
colder  winters  which  render  necessary  more  feeding  and  shelter  for 
stock. 


c, 

ai 
b( 
ot 
in 
su 


M/\/:!s'.tfs  ,t.\n  .v/.w.w. 


19 


MINERALS. 


The  Company's  Land  flrant  I'lnhr.ucs  as  ridi  mineral  <lei'osits  as 
arc  to  1)0  found  on  the  (  onlincnt,  < unsist'ii^'  of  gold,  silver,  platimnn, 
load,  <-o[)per,  tin,  iron,  rock  salt  and  coal.  Near  the  eastern  end  of  the 
Northern  Pacific  Railroad  are  the  iron,  ( ()i)|)er,  and  silver  mines  of  Lake 
Superior,  whose  extent  and  ri(  hness  are  sufticiently  understood.  Near 
l)ulutii  anil  the  head  of  the  lake  are  e.\ten>ive  ([uarries  of  brown  sand- 
stone and  granite,  of  excellent  (juality.  .\l  the  crossing  of  the  Missouri 
river,  in  Central  Dakota,  bituminous  (oai,  of  fair  (piality,  outcrops, 
in  thick  veins,  and  has  been  mined  for  government  purposes  for  some 
time.  The  same  deposit  is  known  to  underlie  miw  h  of  the  region  trav- 
ersed bv  the  route  of  the  Railroad  between  the  .\li^>ouri  and  the  Yellow- 
stone rivers,  a  distance  of  about  200  miles — a  fact  which  gives  positive 
assurance  of  cheap  and  abundant  fuel  in  ajirairie  region,  and  whidi  gives 
great  value,  both  intrinsically  and  as  a  source  of  railroad  traffic,  to  a 
tract  of  country  not  specially  desirable  for  agric  ulture.  This  extensive, 
exhaustless  and  easily  accessible  coal  bed,  situated  midway  l)etween  the 
Moimtains  and  the  Lakes,  surrounded  by  grass  plains  for  hundreds  of 
miles  in  every  direction,  skirted  by  two  navigable  rivers  and  centrally 
traversed  by  the  track  of  the  Northern  Pacific  Railroad,  ( annot  fiil  to 
become  a  .source  of  great  wealth  to  the  (Company. 

liiit  Montana  is  the  treasure-box  of  the  Northwest.  In  her  mines 
of  the  precious  metals  this  Territory  admits  no  superior;  and  results 
thus  tar  accomplished  (with  no  railroads  and  inferior  ma(hinery), 
abundantly  corroborated  by  reports  of  official  exjicrts,  seem  to  make 
good  her  ckiim.  An  exhibit  of  the  resotin  es  of  Montana,  recently 
published  under  the  ausi)ices  of  the  Territorial  government,  contains 
the  following  passage  : 


kixniiii  Ol 
\muad 


I  ./"All 


"  III  the  precious  metals,  Montana  has  resources  wliich  seem  to  be  inexhaustible. 
Her  placer  mines  have  already  yielded  at  least  $i25,cx)0,ooo  in  gold.  Her  greatest 
source  of  wealtli,  though,  for  years  to  come,  will  doulilless  be  found  in  the  gold  and 
silver  quartz  leads  which  have  been  ft)und  to  exist  in  such  rich  abundance  throughout 
the  Territory.  Already  a  great  number  of  ([uartz  mills  are  in  successful  and  rcnuiner- 
alive  operation.  The  rapid  progress  of  the  Northern  I'acific  Railroad  towards  our 
limits,  and  the  spread  of  information  about  the  Territory,  has  attracted  the  attention 
of  capitalists  to  these  leads,  and  it  will  not  be  long  until,  as  in  Nevada,  the  re(|uired 
skill  and  energy  will  be  busily  employed  in  developing  this  almost  exhaustless  wealth. 
We  have  not  only  the  precious,  but  an  abundance  of  the  useful  mct.ils,  also.  Indi- 
cations of  iron  and  lead,  and  the  ores  themselves,  are  seen  in  every  direction,  and 
when  the  Railroad  reaches  us  these  will  also  be  developed.  Tin  ore  has  been  found, 
and  those  whose  inform.ation  entitles  them  to  spe.ak  with  authority  upon  the  subject 
believe  that  in  the  deposits  of  this  important  mineral  Montana  is  favored  lieyond  any 
other  portion  of  the  .Vmerican  continent.  Coal  and  its  indications  have  been  found 
in  nearly  all  portions  of  Montana,  and  as  soon  as  the  necessity  shall  arise  for  its  con- 
sumption, pits  and  drifts  will  dot  our  hill-sides  in  every  direction." 


tgnoldi  cvj 
'MloerOyi 


MMln 


Uill 


ofh"**. 


!|l 


ao  THE  XOklllEKX  PACIIIC  RAII.KOAI). 

(fov.  I'otts,  of  Montana,  makes  tlu;  following  statement.' 

"  As  Id  niiiiiti^',  Montana  lias  ricli  ik'pDsils  of  jjnlil,  silver,  copiicr,  iron,  luad  aii<1 
coal.  ( )ur  silver  iniiies  aro  l)clieveil  to  lie  as  extensive  and  as  rich  as  those  of  Utah, 
whicli  have  justly  atlraeted  the  attention  of  the  country.  Ours  arc,  of  course,  less 
<levfh>|HMl,  hecause  of  the  incredilile  expense  of  transporting  machinery  and  ore  with- 
out railroads;  l]ut  as  soon  as  the  Norliiern  Tacilic  is  rniishu<l  tinoui^'li  the  Territory 
the  development  of  our  niininj,'  interests  will  be  on  a  scale  that  will  surprise  even  the 
sanj^uine.  With  adeipiate  facilities  for  smelting;  estal)lish('<!  at  either  terminus  of  the 
Railroad,  the  transportation  of  silver  ore  will  f^ive  an  enormous  and  ]iernianent  frci^jht 
Imsiness  to  the  < 'ompany.  .  .  .  I, arjje  tracts  of  our  Territory  are  underlaid  with 
coal,  so  that  cheap  and  convenient  fuel  is  a  certainty  with  us," 

Tlie  most  extensive  dejiosit  of  coal,  of  good' quality,  known  to 
exist  on  tlie  Pacific  (  oast,  is  found  along  tiie  eastern  rim  of  I'tiget 
Sound,  and  extends  fiom  the  Columbia  river  to  IJellingham  Bay,  near 
the  border  of  I>ritish  Colimibia.  It  outcrops  in  veins  from  two  to 
sixteen  feet  in  thickness,  and  varies  considerably  in  quality.  This 
coal  district  is  traversed  its  entire  length  by  tlie  route  of  the  Northern 
I'acific  Railroad,  and  mucli  of  the  dejwsit  is  within  the  Company's 
grant.  Coal  taken  from  tiie  mines  of  J>ellingham  Bay,  when  compared 
with  average  sami)les  of  Newcastle  coals  in  regard  to  heat-producing 
(jiialities,  stands  as  59  to  66,  while  the  specific  gravity  of  the  former 
is  greater  than  that  of  the  latter.  The  coal  of  the  Lake  Washington 
mines,  seven  miles  cast  of  Seattle,  is  thus  described  :  "  It  is  nearly  as 
hard  as  anthracite,  bttrns  with  a  clear  flame,  does  not  emit  the  black 
smoke  so  common  to  other  coals  on  the  coast,  and  so  far  as  tried  it  is 
pronoitnced  superior  for  pur])oses  of  steam.  ...  It  burns  uj) 
thoroughly,  making  no  clinkers,  and  leaving  a  very  small  proj)ortion 
of  ashes."  The  mines  at  Bellingham  Bay  and  Lake  Washington  have 
been  worked  for  several  years.  Nearly  100,000  tons  are  now  annually 
shipped  from  the  mines  at  Bellingliam  Bay  and  Seattle, — much  of  it 
going  to  San  Francisco,  where  a  large  j)art  is  used  by  the  (Pacific  Mail) 
China  steamers. 

Iron  ore  abounds  on  the  west  side  of  the  Columbia,  on  the  Com- 
pany' and  other  lands,  extending  from  a  poi  u  opposite  Kalama, 
southward,  nearly  to  the  falls  of  the  Willamette.  At  Milwaukee,  six 
miles  north  of  the  falls,  a  furnace  has  been  erected  and  considerable 
pig-iron  has  been  made,  which  has  been  successfiiUy  tested  at  Portland 
foundries.  Iron  ore  has  also  been  discovered  by  the  Company's  sur- 
veying parties  on  the  western  slope  of  the  Cascades.  In  view  of  this 
proximity  of  coal  and  iron  a  leading  journal  predicts  that  with  the 
completion  of  the  Northern  Pacific  Railroad,  Western  Washington  is 
to  becon  ■•  "'the  Pennsylvania  of  the  Pacific." 


FORESTS-rilE  irMni.R   rRADF.. 


31 


FORl::3TS  OF  TIMBER. 


Unlike  the  lands  of  otlicr  routes  of  trans-rontincntal  railway* 
the  Land  Grant  of  tlie  Nortliorn  Pacific  Railroad  lias  ainpk-  sup- 
plies of  timber  for  the  construction  and  maintenance  of  the  Road, 
and  for  the  supply  of  its  present  and  future  population  ;  anil  this  is 
so  situated  that  it  may  bo  transported  from  either  terminus  over  the 
Road  as  fast  as  constructed,  and  at  the  same  time  distributed  east  and 
west  from  the  Ro(  ky  Mountain  centre.  Western  Wisconsin,  eastern 
Minnesota,  central  Montana,  northern  Idaho,  and  Western  Wash- 
ington and  Oregon  are  well  wooded,  and  will  permanently  furnish  a 
timber  supply  to  the  intervening  prairie  regions.  In  Minnesota  the 
Road  traverses  a  hundred  miles  of  forest.  Thence  westward  the 
streams  and  lakes  are  usually  fringed  with  timber. 

The  forests  about  Puget  Sound  already  supply  lumber  to  California, 
the  South  American  States,  Japan,  China,  India,  the  islands  of  the  Soutii 
Pacific,  Australia  and  Europe,  and  before  many  years  pass  they  will  do 
the  same  for  much  of  our  own  country  east  of  the  Rocky  Mountains. 
Indeed,  the  gigantic  and  practically  inexhaustible  forests  of  fir,  or  "Ore- 
gon pine,"  nowstanding  in  Washington  Territory,  and  largely  embraced 
within  the  limits  of  this  Company's  grant,  ( onstitute  an  invaluable 
Timber  Preserve  for  the  continent,  to  be  made  accessible  now  when 
the  lumber  supply  of  the  Lake  and  Atlantic  States  is  fast  approaching 
exhaustion.  Forests  of  fir  of  three  varieties,  of  cedar  of  two  varieties,  of 
pine,  spruce,  hemlock,  cypress,  ash,  curled  maple,  and  bhu  k  and  white 
oak,  envelop  Puget  Sound,  and  cover  the  larger  part  of  Washington 
Territory,  west  of  the  Cascades,  surpassing  the  woods  of  all  other  coun- 
tries in  the  size,  (piality  and  quantity  of  the  timber.  The  firs  in  many 
localities  will  cut  120,000  feet  to  the  acre.  Trees  are  common  whose 
circumferences  range  from  twenty  to  thirty  feet,  and  whose  heights 
vary  from  200  to  upwards  of  275  feet.  The  paratlox  of  firs  too  large 
to  be  profitably  cut  into  lumber  is  to  be  seen  in  various  parts  of  West- 
ern Washington.  The  cedars  are  as  thick  through  as  the  firs,  but 
not  so  tall.  Forests  yielding  100,000  feet  and  upwards  to  the  acre 
are  common  around  Puget  Sound.  It  is  believed  the  wood  of  the 
firs  and  cedars,  unequalled  for  lightness,  straightness  of  cleavage,  and 
resistance  of  moisture,  stronger  than  oak,  and  more  retentive  of  spikes 
and  tree-nails,  will  supplant  all  other  timber  for  ship-building  on  both 
shores  of  the  Pacific  Ocean.  Last  year  Puget  Sound  exported  about 
220  million  feet  of  lumber,  20  millions  of  lath  and  shingles,  and  a 
large  amount  of  masts,  spars  and  piles.  These  magnificent  fir  forests, 
adjacent  to  the  Northern  Pacific  Railroad,  are  not  only  the  wonder 


*  NoTR. — Timber  for  bridges  .ind  other  stnictiircs  on  the  Union  Pacific  Ro.id  has  been  shipped 
from  the  forests  along  tlie  hnc  of  the  Nortliern  Pacific  in  Minnesota. 


h'liiii'ii  Jj 
3 


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32 


THE  XORTIIERX  PACIFIC  RAILROAD. 


of  travellers,  but,  what  is  more  to  the  jiresent  point,  they  consti- 
tute an  element  of  vast  wealth  to  the  Company,  and  hence  of  security 
to  its  creditors. 

Hon.  S.  (".arfK'ldc,  delegate  in  Congress  from  Washington  Terri- 
tory, writing  of  the  I'uget  Sound  timber  region,  says: 

"  \Vasliinr;ton  Territory,  west  of  the  Cascade  Mountains,  covers  an  area  of  .ihout 
20,000  scjuaie  miles  (exelusivo  of  interior  wateis),  lln-ee-fourllis  of  which  are  limbereil 
lanils.  The  tinjher  consists  of  fn',  ced.ir,  pine,  spruce,  hemlock,  oak,  maple,  cotton- 
wood,  asli,  doL;-wood,  alder,  wwA  some  of  the  smaller  varieties. 

"The  si/e  of  the  fir-trees,  and  the  number  growing;  u])on  c;iv2n  acres,  11;  good 
timber  districts,  is  almost  incredilile  to  residents  upon  ihc  Atlantic  slope  of  the  con- 
tinent. 7'rees  often  measure  3.10  feet  in  length,  as  I  have  i.everal  limes  demonstrated, 
more  than  two-thirds  of  which  are  free  from  limbs.  Fifty,  sixty,  and  sometimes  a'= 
liiyh  as  eighty  good  timber  tiees  grow  upon  an  acre  of  ground.  In  the  summer  of 
1S6S  I  had  two  parties  out  cruisii'g  for  timber.  The  leaders  of  these  jiarties  were  old 
and  experienced  lumbermen.  One  of  these  parties  found  a  "  berth''  of  tindier,  cover- 
ing about  3,000  acres,  whiclt  was  so  very  fine  that  they  took  extra  pains  to  ascertain 
the  facts  in  regard  to  it  in  t)rder  to  satisfy  me  of  the  truth  of  their  report.  TJiey 
examined  the  forest  carefully,  and  selecting  an  average  tree,  cut  it  down.  The  tree 
measured  42  inches  in  diameter  at  the  stump,  and  at  the  lust  Jiml),  200  hun<lred  feet 
above,  it  measured  22  inches,  the  top  or  l)ranching  portum  measuring  70  feet  more. 
It  was  then  ascertained  by  measurement  and  count  that  there  was  an  average  of  80 
such  trees  to  the  acre  throughout  this  berth.  1  do  not  give  this  statement  as  an  iilus- 
tralicju  of  the  size  of  our  trees,  for  these  were  by  no  means  large  ones.  They  >vere 
of  the  size,  however,  most  convenient  for  milling  purposes;  and  their  great  length 
free  from  limbs,  and  their  number  per  acre,  make  the  average  ])r(Hluction  very  much 
more  than  is  usually  obtained.  Our  loggers  work  no  "berth"  of  (fir)  timber  pro- 
ducing less  than  30,000  feet  jior  acre, — frouj  sixty  to  one  hundred  and  twenty  thou- 
sand feet  being  the  more  common  yielil.'' 

Mr.  C.  r".  Reed,  President  of  the  California  State  Board  of  Agri- 
culttfe,  uses  the  following  language'"  in  rc'gard  to  the  gigantic  Itimber 
trade  of  Ptiget  Sound,  adjacent  to  the  western  terminus  of  the  Northern 
Pacific  Railroad  : 

"  Siiuth  of  C'alifornia,  on  tlie  Pacific  coast,  there  is  but  ver>'  little  timber  or  wood 
of  any  description.  At  this  time  almost  tiie  whole  world  is  drawing  its  sui)p!y  of 
heavy  timber  from  the  Northern  Pacific  coast.  England,  France,  Austria,  China, 
Japan,  South  America,  Mexico,  and  the  Sandwich  Islands  are  all,  more  or  less, 
engaged  in  supplying  their  wants  for  ship-building  and  other  heavy  works  from  these 

valuable  forests \Ve    [of  California]   have  for  the  ]ia  t  five  years  been 

obtaining  large  quantities  of  lumber  from  these  countries  [about  Puget  Sound],  and 
now  that  the  freight  on  lumber  from  our  own  mountains  has  been  advanced  fifty  per 
cent,  over  former  prices  our  trade  in  this  direction  will  still  increase." 

The  Land  Crant  of  the  Northern  Pacific  Railroad  covers  from  Five 
to  Seven  Million  acres  west  of  the  Cascade  range  and  bordering  on 
Puget  Sound.  Nearly  the  whole  of  this  immense  body  of  land  is 
covereil  with  forest,  and  very  much  of  it  consists  of  the  very  valuable 


*  Ai»  rcpi.Tlcd  iti  the  't'r.uisactjoiis  ^i  llic  California  Suite  Agricultur.il  Suuicty  fur  iS68-'6^). 


O TIIER  RESOURCES. 


n 


and  merchantable  Fir  timber  wliich  is  already  supplying  lumber  to  all 
parts  of  the  world.  Intelligent  judges  estimate  that  with  proper  man- 
agement tiie  Company's  timber  lands  in  Washington  Territory  will 
ultimately  defray  the  entire  cost  of  building  and  etpiipping  tiie  Road. 
This  does  not  appear  unreasonable  when  it  is  remembered  that  one 
dollar  per  thousand  feet,  the  price  at  which  the  Company  is  now  sell- 
ing, is  a  very  low  price  for  "stumpage,"  anil  that  two  million  acres 
can  readily  be  selected  from  the  Company's  grant  about  Puget  Sound 
which  will  yield  an  average  of  more  than  50,000  feet  of  first-class  fir 
timber  trees  per  acre, — thus  producing  an  aggregate  of  One  Hundred 
Million  Dollars. 

OTHER  RESOURCES. 

The  Fish  Trade. — The  fisheries  of  Puget  Sound  and  the  Colum- 
bia, although  yet  in  the  infancy  of  tlieir  development,  alreatly  consti- 
tute a  leading  interest.  In  the  early  future  they  are  certain  to  assume 
an  importance  little  dreamed  of  by  those  who  are  unfamiliar  willi  tlie 
facts  regarding  them.  The  variety  and  abundance  of  fish  of  the 
highest  excellence  in  Puget  Sound  and  vicinity  are  as  striking  a  char- 
acteristic of  this  region  as  are  the  timber  and  climate.  The  cod  banks 
of  Alaska  are  now  known  to  be  as  extensive  and  produc  tive  as  tiiose 
of  our  Atlantic  coast.  These  fisheries  are  necessarily  tributary  to  the 
trade  of  Puget  Sound.  Tiie  summer  climate  of  Alaska  is  too  moist 
for  curing  fish,  while  tliat  of  San  Francisco  is  too  hot  and  dry.  Tlie 
climate  of  Washington  offers  just  the  required  medium.  I'esides,  the 
fisheries  are  800  miles  nearer  tiie  drying  ra(  ks  and  the  shipping  ports 
of  Puget  Sound  than  to  those  of  San  Francisco.  These  advantages 
will  govern  the  location  of  the  fishing  trade.* 

The  best  whaling  ground  now  left  to  tlie  harpooncrs  is  within  18 
days  of  the  western  terminus  of  the  Northern  Pacific  Railroad.  After 
the  comi)letion  of  this  line,  the  headquarters  of  the  American  whaling 
interest  will  certainly  be  at  Puget  Sound  ;  and,  although  that  business 
is  not  so  important  as  forme. ly,  yet,  with  its  attendant  ship-building, 
outfitting,  refitting,  discharging  and  the  sliipment  of  its  product  east- 
ward by  rail,  it  will  contribute  not  a  little  to  the  business  of  Puget 
Sound  and  the  Road. 

The  Salmon  fisheries  of  Western  Washington,  already  an  import- 
ant and  rapidly  grooving  interest,  can  be  developed  to  an  extent  only 
limited  by  the  demand  for  this  choice  fish, — the  supply  of  which,  in 
the  waters  of  the  Columbia  and  the  Sound,  is  practically  inexhaustible. 


*  XoTii. — The  prolific  diameter  .iiul  easy  accessibility  of  the  fisheries  of  tin*  Northwest  Coast  are 
siifficieiilly  shown  hy  i!-.^  fact  of  iiiiiete  .11  vessels  wliicli  saileil  fioiii  San  Francisco  in  March  ami  April, 
i^6<_),  for  the  <  )choir,U  ami  L'hoiiina^  11  Islands,  the  first  retiirneil  on  July  21  with  45,ixjo  fish.  'I'lic 
rcniaimler  of  the  fleet  reliirneJ  at  snhsei|iient  dates — none  latcrthaii  the  6ih  of  Xovenilier  :  the  aver".- 
catch  of  each  vessel  was  55,c«»j  fish,  and  the  ai;);regate  1,055,500.  'J'he  fishing  licet  has  i..un.  "'.lan 
doubled  since  tile  above  date,  but  the  statistics  are  not  at  hand. 


^W^ 


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24 


77//S  NORTHERN  PACIFIC  RAILROAD. 


There  is  probably  no  l)ctter  quality  of  fish  in  American  waters,  and 
nowhere  in  the  world  are  there  such  fac'lities  for  taking  them  with 
certainty  and  in  great  numbers,  as  in  the  Columbia,  for  a  distance  of 
fifty  miles  nearest  the  mouth.  P'ive  establishments  on  the  Columbia 
canned  nearly  2,000,000  pounds  of  Salmon  in  the  season  of  1870,  and 
over  4,000  barrels  in  addition  were  cured  and  shipped, — some  1400 
tons  in  all.  The  canned  fish  are  sent  to  nearly  all  parts  of  the  com- 
mercial world.  Halibut,  next  in  importance  to  the  salmon,  abound  in 
the  Straits,  tlie  northern  part  of  the  Sound,  and  on  the  distant  banks  of 
the  northwest  coast.  With  the  completion  of  the  Northern  Pacific 
Road  these  choice  fish  will  be  shipped  by  the  car  load  to  the  interior 
of  the  continent  and  the  east.  At  present  a  fifty-pound  salmon  sells 
for  half  a  dollar  on  the  banks  of  the  Columbia !  This  suggests  re- 
frigerating cars  and  an  unlimited  eastern  market.  Shoalwater  Bay,  on 
the  main  ocean,  furnishes  the  oysters  of  the  Pacific  slope.  Sixty  thou- 
sand baskets  were  shipped  from  the  bay  in  1869,  the  business  employ- 
ing 150  men  and  several  schooners.  A  large  oyster  trade  is  now 
carried  on  over  the  finished  section  of  the  Northern  Pacific  Road,  in 
Washington  Territory. 

Ship-Building. — There  are  no  less  tlian  seven  varieties  of  timber 
enumerated  by  the  San  Francisco  Board  of  Underwriters  as  suitable 
for  ship-building,  which  are  to  be  found  in  abundance  on  Pugct  Sound, 
while  the  yellow  fir,  one  of  the  best  of  all,  is  not  found  south  of  the 
42d  parallel.  Pitch,  rosin  and  turpentine  of  a  superior  quality  have 
been  produced  in,  and  exported  from,  this  locality.  Coal  and  Iron 
are  both  at  hand  in  abundance.  The  facilities  for  obtaining  spars  and 
ships'  knees  on  the  spot  are  perfect.  All  these  advantnges  added  to 
the  extensive  shore  line  of  the  Sound  suitable  for  ship  yards,  the 
cheapness  of  labor,  food  and  lumber,  point  to  Puget  Sound  as  the 
great  ship-building  centre  of  the  Pacific  Coast.  This  industry  had 
already  reached  very  considerable  proportions  before  the  present  gen- 
eral decline  of  American  shipping  interests  began ;  and  careful  esti- 
mates made  by  practical  ship-builders  and  confirmed  by  experience, 
show  beyond  question  that  wooden  vessels  can  be  built  and  equipped 
considerably — probably  twenty  per  cent. — cheaper  on  Puget  Sound 
than  anywhere  else  in  the  United  States. 


GENERAL  FACTS. 

Hon.  Thomas  Underwood,  of  Indiana,  one  of  the  United  States 
Commissioners  who,  under  appointment  from  President  Grant,  ex- 
amined and  reported  upon  the  Minnesota  Division  of  the  Northern 
Pacific  Railroad,  writes  as  follows,  in  reply  to  private  inquiries  from 
holders  of  the  Company's  securities: 

"1  find  on  the  line  of  the  Northern  P.icific  Railro.id,  from  Duhith  to  the  Missouri 
river  valley,  both  timber  .and  pr-nirie  land,  prairie  prcdoniin.iting.     The  limber,  ni.iinly 


ClIA RACIER  OF  rRlBl'TARY  COVXTRY. 


25 


pine  and  tamarack,  provides  that  which  is  so  desirable  in  a  prairie  country  for  fencing 
and  improvement  of  farms.  Tlie  prairie  is  of  two  kinds,  flat  and  rolling,  and  is  inter- 
spersed with  lakes  and  streams.  The  Red  river  valley  and  that  of  the  Miss.niri 
river,  present  to  tlie  eye  a  vast  scope  of  rich  country,  and  I  doubt  if  it  can  be  sur- 
passed. Those  who  have  settled  there  claim  that  the  land  produces  the  finest  grades 
of  wheat,  while  for  grazing  and  general  agricultural  jjurposes  it  is  excellent. 

"Tlie  kiml  of  settlers  has  much  to  do  with  the  value  of  lands  and  the  solid 
growth  of  a  new  country.  I  find  two  classes  of  tiiese  on  the  line  of  the  road, 
namely  :  New  Englanders  who  go  out  in  colonies  and  carry  wilh  them  evidence  of  a 
hii;h  civilization  ;  and  Scandinavians,  than  whom  there  are  none  more  generally  in- 
telligent, frugal  and  thrifty.  I  noticed  at  every  railroad  town,  however  newlv  started, 
that  the  church  and  school-house  were  among  the  first  structures  built. 

"  Now  I  can  have  but  one  opinion  of  the  enterjjrise,  as  a  means  of  investment, 
and  that  opinion  is  formed  from  past  ex])erience  and  personal  observation.  I  find 
that  the  Northern  Pacific  Railroad  as  far  as  comjileted,  has  been  constructed  in  a  good 
and  substantial  manner,  fully  up,  both  in  spirit  and  letter,  to  the  law  and  regulations 
governing  its  operations,  and  equipped,  both  as  to  machinery  and  facilities  for  pas- 
senger and  freight  traffic,  fully  and  amply.  I  Ihid  the  settlements  composed  of  a 
class  of  people  who  are  energetic  and  industrious.  I  find  large  bodies  of  rich  land 
along  the  line  opened  to  the  market.  I  find  the  connections  bolh  at  the  eastern 
terminus  and  on  the  Pacific  coast  such  as  to  make  it  a  valuable  through  route  for 
trade.  I  find  the  road  backed  by  a  vast  Land  Grant  from  the  Government,  and 
managed  by  men  of  character  and  pecuniary  aijility  ;  and  with  these  facts  before  me 
I  am  recommending  my  friends  to  make  investments.  My  idea  is  that  the  bon<ls 
should  be  jiurchased  now,  and,  as  the  road  takes  them  at  an  .ndvance  often  per  cent,  on 
their  par  value  in  payment  for  lands,  to  hold  them  and  then  exchange  them  for 
lands.  I  believe  such  an  investment  judicious,  safe  and  reliable.  I  have  yet  to  meet 
with  a  single  instance  within  my  ]ierson.il  knowledge,  where  investments  properly 
made  in  Western  lands,  have  failetl  to  enrich  the  investor  and  his  children  after  him." 


I:i  the  discharge  of  his  official  duties  as  Chairman  of  the  Board  of 
United  States  Indian  Commissioners,  the  Hon.  Felix  R.  l>runot,  of 
Pennsylvania,  has  recently  traversed  much  of  the  coimtry  west  of 
Dakota,  contiguous  to  the  route  of  the  Northern  Pacific  Railroad.  Mr. 
Brunot's  intelligence  and  high  character  will  give  weight  to  his  utter- 
ances respecting  the  resources  and  future  of  the  new  Northwest : 

PiTTSBURoii,  Dec.  23,  1S72. 
"Df.ar  Sir: 

".  .  ,  My  visit  to  the  Indian  reservations  last  sunnner  led  me  to  Montana, 
and  for  several  hundred  miles  on  or  near  the  proposed  route  of  the  Northern  Pacific 
Railroad  in  that  territoiy.  I  was  greatly  surprised  at  the  extent  of  agricultural  im- 
provements already  to  be  found  along  the  route  on  Jefferson  river,  and  in  the  Galla- 
tin and  Madison  valleys,  and  with  the  general  resources  of  Montana.  I  think  Mon- 
tana in  its  capabilities  much  txcels  any  of  the  interior  territories,  and  that  its  rapid 
progress  when  it  shall  be  reached  by  the  Railroad  will  astonish  the  most  sanguine. 
Hardly  a  begiiming  has  been  made  in  the  development  of  its  wonderful  mining 
resources  already  discovered,  and  vast  tracts  of  its  mountain  region  remain  as  yet  un- 
explored. Its  valleys  Cfjual  those  of  California  for  the  production  of  wheat,  and  as 
a  country  for  stock-raising  it  seems  to  me  unexcelled. 

"  The  nutritious  bunch-grass  grows  everywhere  in  Montana  more  luxuriantly  than 
in  any  other  part  of  the  west  I  have  visited,  and  careful  inquiry  of  some  of  the  most 


o  J 

gton  , 

^'IStOlt    , 

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26 


THE  XOR'niERX  PACiriC  RAILROAD. 


f 


extensive  herd  owners  in  tlie  Galhitin  valley  satisfied  me  that  their  cattle  siifTered  no 
more  from  the  exceptionally  severe  winter  of  1871-2  than  did  those  in  other  ])arts  of 
the  west  further  south.  It  is  difficult  for  us  with  our  Middle  and  Eastern  State  ex- 
periences to  realize  the  fact  that  cattle  in  Moi.tana  ^row  fat  in  the  winter  without 
grain,  cut  food  or  shelter ;  hut  it  is  none  the  less  true.  The  large  number  of  oxen  used 
for  transporting  freight  and  performing  other  labor  in  Montana,  when  reduced  in  flesh 
and  strength  liy  the  incessant  wt)rk  of  summer,  are  turned  out  to  winter  in  the  valleys, 
where  they  recover  the  necessary  strength  and  flesh  to  begin  work  again  in  the  spring. 
What  is  true  in  this  respect  of  Western  Montana  is  claimed  by  the  mountaineers, 
traders,  and  freighters,  to  be  true  of  the  country  along  the  whole  line  of  the  North- 
ern Paciflc  road  to  the  eastern  line  of  the  territory.  The  comjiletion  of  the  Northern 
I'acific  Railroad  will,  I  have  no  doubt,  work  a  great  change  in  the  cattle  trade  of  the 
country.  Vast  herd^  will  be  driven  from  the  south  during  the  summer  months  to  be 
f.^ttened  in  the  fall  and  winter,  and  shipped  to  the  eastern  market  in  the  early  part  of 
the  year,  and  will  be  the  choicest  beef  in  the  market  of  the  great  cities  of  the  seaboard. 
"  I  went  from  the  Crow  Indian  Agency  up  the  Yellowstone  to  see  the  marvellous 
hot  springs,  al)out  60  miles  fr'im  the  line  of  the  Road  and  just  at  the  northern  edge 
of  the  Yellowstone  National  Park.  Except  ]-)ossibly  the  geysers  in  the  same  vicinity, 
which  I  did  not  see,  I  know  of  no  other  world's  wonder  so  sure  to  .attract  crowds 
of  tourists  as  this,  or  which  will  so  amply  compensate  for  the  journey  necessary  to 
reach  it.  My  visit  to  Montana  has  increased  the  confidence  which  I  have  al\\  ays  felt  in 
the  success  of  the  Northern  Pacific  Railroad  ;  it  has  in  a  like  degree  increased  my 
desire  to  see  it  hastened  forward  to  completion.     Very  truly,  yours, 

"FELIX  R.  BRUNOT." 


Yl'LLO^VSTONE  NATIONAL  PARK. 


I 

i 


IT  is  well-known  that  Congress  has  set  apart  forever,  as  a  National 
Park,  the  tract  of  country,  some  fifty-five  miles  square,  about  tlie 
head-waters  of  the  Yellowstone  river,  embracing  the  Fire-Hule  Uasin, 
the  Great  Geysers,  Yellowstone  Lake,  the  Upper  and  Lower  Falls  of 
tlie  Yellowstone,  the  Grand  Canyon,  the  numberless  hot  and  boiling 
springs  and  tlie  volcanoes, — lying  partly  in  Montana  and  partly  in 
Wyoming  Territory.  The  unique  wonders  of  tliis  region,  wliicli  were 
only  discovered  in  1S70,  are  unquestionably  without  a  parallel  on  the 
globe.  The  park  is  adjacent  to  the  route  of,  and  will  first  be  made 
accessible  to  travelers  by,  the  Northern  Pacific  Railroad,  Of  tliis 
wonder-land  in  the  midst  of  the  continent.  Governor  Potts,  of  Mon- 
tana, writes: 

"  The  geyser  region  of  the  Upper  Yellowstone,  which  Congress  has  wisely  made 
sacred  to  the  people  as  a  national  park,  is  unquestionably  the  most  .astonishing 
combination  of  natural  wonders  and  imposing  and  beautiful  scenery  in  the  world. 
When  this  park  is  rendered  easily  accessible  by  railroad — say  two  years  hence — I 
predict  that  it  will  become  the  great  summer  resort  and  sanitarium  of  the  continent. 
For  sight-seers  and  lovers  of  the  wonderful  and  picturesque,  it  will  have  more 
attractions  than  Ni.agara,  Yosemite  and  the  White  Mountains  comuirici';  mid  there 


YELLOirSTO.XE  XATIOXAL  PARK. 


27 


is  the  liest  reason  to  believe  tliat  the  inyri;\ds  of  hot  and  mineral  spiinrrs,  in  the 
Yellowstone  region  jiosscss  valuable  curative  properties.  The  sununer  climate  of 
the  region  is  delitjhlfuUy  cool,  bracing;  and  healthful.  To  reach  the  park  from  the 
Noithern  Pacific  line,  a  short  branch  road  will  be  neede<l,  and  this,  it  is  miderstooil, 
will  be  built  as  soon  as  the  main  line  reaches  the  ])roi>er  point.  The  tide  of  travel 
over  the  Road  to  this  land  of  wonders,  during  the  summer  months,  will  be  .simjily 
immense." 

Dr.  F.  V.  Hayden,  United  States  rieolo,L,Mst,  in  l^.i;;  official  reiiort 
for  187 1,  to  tlie  Secretary  of  the  Interior,  thus  describes  some  of  the 
princiral  geysers  of  the  National  Park: 

"We  camped  the  evening  of  August  5,  in  the  middle  of  the  upper  Geyser 
Basin,  in  the  midst  of  some  of  the  grandest  geysers  in  the  world  ....  .Soon 
after  reaching  camj),  p,  tremendous  rumbling  was  lieard,  shaking  the  ground  in  every 
direction,  and  soon  a  column  of  .steam  burst  forth  from  a  crater  near  the  edge  of  the 
east  side  of  the  river.  Following  the  steam,  arose,  by  a  successio.i  of  impulses,  a 
column  of  water,  apparently  six  feet  in  diameter,  to  the  lieight  of  hvo  hiinditd  ftct ; 
while  the  steam  ascended  a  thousand  feet  or  more.  It  would  be  difficult  to  describe 
the  intense  excitement  which  attended  such  a  display.  It  is  probable  that  if  we 
could  have  remained  in  the  valley  several  days  and  become  accustomed  to  all  the 
]ireliminary  warnings,  the  excitement  would  have  ceased,  and  wo  would  have 
admired  calmly  the  marvellous  ease  and  beauty  with  which  this  column  of  hot  water 
't'as  held  up  to  that  great  height,  for  the  space  of  txoenty  minutes.  ^'Vfler  the  disjilay 
is  over  the  water  settles  down  in  the  basin  several  inches,  and  the  temperature  slowly 
falls  to  150°.  \Ve  called  this  the  "Cirand  Geyser,"  for  its  power  seemed  greater 
than  any  other  of  which  we  obtained  any  knowledge,  in  the  valley 

"This  grand  erui)tion  continued  for  twenty  minutes,  and  was  the  most  niagniti- 
cent  sight  we  ever  witnessed.  We  were  standing  on  the  side  of  the  geyser  nearest 
the  sun,  the  gleams  of  which  filled  the  sparkling  column  of  water  and  spray  with 
myriads  of  rainbows,  whose  arches  were  constantly  changing — dipping  and  ihittcring 
liither  and  thither,  and  disappearing  only  to  be  succeeded  by  others,  again  and  again, 
amid  the  afjueous  column,  while  the  minute  globules,  into  which  the  spent  jets  were 
diftuseil  when  falling,  sparkled  like  a  shower  of  diamonds,  and  around  everv  shadow 
which  the  denser  clouds  of  vapor,  interruiiting  the  sun's  rays,  cast  upon  the  column 
could  be  seen  a  luminous  circle,  radiant  with  all  the  colors  of  the  ]irism.  All  ih.ai 
we  had  previously  witnessed  seemed  tame  in  comparison  with  the  perfect  grandeur 
and  bt-auty  of  this  display.  Two  of  these  wonderful  eruptions  occurred  during  the 
twenty-two  hours  we  remained  in  the  valley. 

"  The  Giant  Geyser  h.as  a  crater  like  a  broken  horn,  and  wdiile  my  party  were 
in  the  basin,  played  at  one  time  for  one  hour  and  a-quarter,  throwing  the  water  up 
to  a  height  of  140  feet." 

Lieutenant  Doane  of  the  U.  S.  Army,  in  describing  the  Grand 
Geyser,  says: 

".  .  .  .  When  an  eruption  is  about  to  occur,  the  basin  gradually  fills  with 
boiling  water  to  within  a  few  feet  of  the  surface,  then  suddenly,  with  heavy  concus- 
sions, immense  clouds  of  steam  rise  to  the  height  of  500  feet,  and  the  whole  great 
body  of  water,  20  by  :!5  feet,  assends  in  one  gigantic  column  to  the  height  of  90  feet; 
from  the  apex  of  this  column,  five  great  jets  shoot  uji,  radiating  slightly  from  each 
other,  to  the  height  or  unjiaralleled  altitude  of  250  feet  from  the  giiund,  The  earth 
trembles  under  the  descending  deluge  of  this  vast  fountain ;  a  thousand  hissing  sounds 


.     Cuti'".'  Cr.^ 

iwistorf  'T" 


Reynoldi  U^ 
Jiilver  CyJ^ 

I 

■knithltlH 


i-     ■,.., 


f 


28 


THE  XOKTHERX  rACIhlC  KAII.ROAD. 


are  heard  in  the  air;  rainbows  encircle  the  summits  of  the  jets  with  a  halo  of  glory. 
Tlie  falling;  water  jilows  uj)  and  bears  away  the  shelly  strata,  and  a  seething  flood 
pours  down  the  slope  and  into  the  river.     It  is  the  grandest,  most  majestic,  and  most 

terrible  fountain  in  the  world The  waving  to  and  fro  of  the  gigantic 

fountain,  in  a  bright  sunlight,  when  its  jets  were  at  their  highest,  affords  a  spectacle 
of  wonder  of  which  any  description  can  give  but  a  feeble  idea.  Our  whole  party 
were  wild  with  enthusiasm;  many  declared  it  was  300  feet  in  height,  but  I  have  kept, 
the  figures  given  above,  within  the  limits  of  absolute  certainty." 

Of  the  Oraml  Canyon  of  the  Yellowstone,  Dr.  Hayden  says: 

"No  language  can  do  justice  to  its  wonderful  grandeur  and  beauty.  It  has  no 
parallel  in  the  world.  Through  the  eye  alone  can  any  just  idea  be  gained  of  its 
strange,  awful,  fascinating,  unearthly  blending  of  the  majestic  and  the  beautiful ;  and 
even  in  its  visible  presence  the  mind  fails  to  comprehend  the  wierd  and  unfamiliar, 
almost  incredible  scenes  it  reveals." 

r3escribing  the  Lower  Fall,  Hon.  N.  P.  Langford,  in  Scribner" s 
Moiit/i/y,  says: 

"  A  grander  scene  than   the  Lower  Cataract  of  the  Yellowstone  was  never 

witnessed  by  mortal  eyes The  shelf  over  which  it  falls  is  as  level  and 

even  as  a  work  of  art.  The  height  of  the  Fall,  by  actual  line  measurement  is  a  few 
inches  over  350  feet.  It  is  a  sheer,  compact,  solid,  perpendicular  sheet,  faultless  in 
all  the  elements  of  grandeur  and  i)icturesf(ue  beauties.  The  Canyon,  which  com- 
mences at  the  Upper  Fall,  half  a  mile  above  this  Cataract,  is  a  thousand  feet  deep. 

The  Committee  on  Public  Lands  of  the  U.  S.  Hotise  of  Repre- 
sentatives, in  their  report  recommending  the  setting  apart  of  the  Geyser 
region  for  the  use  of  the  public,  said : 

"In  a  few  years  this  region  will  be  a  place  of  resort  for  all  classes  of  people 
from  all  portions  of  the  world.  The  geysers  of  Iceland,  which  have  been  objects  of 
interest  for  tiie  scientilic  men  and  travelers  of  the  entire  world,  sink  into  insignificance 
in  comparison  with  those  of  the  Yellowstone  and  Fiie-IIole  Basins.  As  a  place  of 
resort  for  invalids,  it  will  nut  be  excelled  by  any  portion  of  the  world." 


LAND  GRANTS  AS  A  BASIS  OF  CREDIT. 


ivi/A  T  no  THE  y  pa  y? 


THE  following  editorial  article  from  the  Boston  Daily  Advertiser, 
the  leading  financial  journal  of  New  England,  discusses  with 
thoroughness  and  intelligence  the  value  of  railroad  land  grants  as  a 
basis  of  financial  credit : 

•'  Twenty-one  years  ago  our  national  government  initiated  the  policy  of  granting 
lands  to  aid  in  the  construction  of  railroads;  the  design  being,  so  far  as  the  immedi- 
ate construction  of  the  roads  was  concerned,  to  offer  a  fair  and  justly  liberal  induce- 


ilo  of  glory, 
ething  flood 
c,  and  most 
the  gigantic 
a  sjiectacle 
wliolc  party 
I  liavc  kept, 


I  says: 

It  has  no 

;ained  of  its 

lautiful ;  and 

unfamiliar, 


Scn7>ner's 


e  was  never 
as  level  and 
nent  is  a  few 
t,  faultless  in 
,  which  corn- 
feet  deep. 

:  of  Reprc- 
thc  Geyser 


ises  of  people 
cen  ohjects  of 
insignificance 
As  a  place  of 


:DIT. 


Advertiser, 
cusses  with 
grants  as  a 


■y  "^  granting 
;  the  iinmedi- 
iberal  induce- 


/.A.\D  CK.iX'JS  ./.V  A  IIAS/S  OF  CREDIT.  29 

ment  to  capitalists  to  invest  their  funds  in  thc.ic  enterprises:  the  construction  and 
equipment  of  the  road  being  made  a  prerequisite  to  receiving  and  utilizing  the  grant. 
IJeginning  with  six  sections  to  the  mile,  these  grants  increased  in  size  from  year  to 
year,  until  they  attained  to  the  magnitude  cjf  forty  square  miles  of  land  to  each  mile 
of  completed  road.     Certainly  this  policy  has  manifested  on  the  jiart  of  the  govern- 
ment an  unexampled  and  magnificent  liberality.  ...... 

"  It  is  asserted  that  if  a  coniparis(jn  be  made  of  the  advant.ige  accruing  from  these 
grants,  the  national  government  will  stand  first  in  order  as  being  most  largely  bene- 
fitted by  them ;  that  the  farmer  and  ]Moneer  come  next,  and  the  railroad  companies, 
the  direct  beneficiaries,  are  the  last.  At  the  jiresent  time  it  is  our  intention  to  speak 
only  of  the  last,  and  examine  into  the  ilirect  benefits  accruing  to  land-grant  railroads, 
as  shown  I'y  authentic  reports  of  sales  of  land  to  actual  settlers.  Below  we  give  a 
table  showing  the  average  jirice  ])er  acre  of  the  sales,  and  rate  jier  mile  realized  on 
twenty-five  leading  land-grant  roads  : 

Average  per  Acre.     Reali/ing  jjcr  mile. 

Grand  Rapids  and  Indi.ina, ;?i  5  98               S5<->,9(J7  50 

liurlington  and  Missouri  River,      ....  1 1    70  15,000  00 

Illinois  Central, 1 1  43  41.S54  30 

Hanniixil  and  St.  Joseph 1 1  00  42,50000 

]5urlington  and  Missouri  River — in  Nebraska,  8  66  6j,So6  00 

Atchison,  Topeka  and  Sant.x  Fe 7  70  49,28000 

Chicago,  Rock  Island  and  Pacific,      ...  7  65  12,307  00 

Flint  and  Pere  Maniuetle 7   iJ^  5.vi42  40 

Winona  and  St.  Peter, 7  08  38,840  88 

Southern  Minnesota, 7  04  45i056  00 

St.  Paul  and  Pacific b  50  41,600  00 

Iowa  Falls  and  Sioux  City, 6  50  14,960  00 

Minne-.ota  Central ^^  .i3  0,608  94 

Cedar  Rapids  and  .Mis-iouri  River,      ...  6  00  24,828  00 

Jackson,  Lansing  and  Saginaw,      ....  6  00  26,088  00 

Dubuque  and  Sioux  City 6  00  26,268  00 

Des  Nloines  Valley, 6  00  ".274  00 

St.  Paul  and  Sioux  City 5  67  3^,748  78 

Atlantic  and  Pacific, 5   32  27,520  36 

Little  Rock  and  Fort  Smith,      .     .     ,     .     .  5  3°  45 -929  §0 

Marquette  and  Ontonagon, 5  00  31.945  00 

Lake  Superior  and  Mississippi 4  88  53.094  40 

Union  Pacific, 4  21  53,888  00 

Denver  Pacific 418  39)354  70 

Kansas  Pacific 3  07  39,296  00 

[Northern  Pacific, 5  65           /    ^2.448  00 

"The  average  price  per  acre  of  the  sales  of  the  above  grants  is  about  $7,  and 
the  average  rate  per  mile  that  these  sales  are  realizing  is  53(J)354  22.  As  the  aver- 
age cost  of  the  construction  and  ecpiipment  of  railroads  thn  ighout  the  United  States 
is  about  $44,000  per  mile,  it  will  be  seen  that  the  land-grant  railroads  are  realizing  a 
return  of  four-fifths  of  the  cost  of  their  roads.  .  .  .  It  is  a  rule  that  the  average 
selling  price  per  acre  increases  yearly,  certainly  if  there  is  anything  like  uniformity  in 
the  nature  of  the  grant.  The  reason  assigned  for  this  is,  that  the  alternate  sectoins 
belonging  to  the  government,  are  generally  settled  first,  tliereby  enhancing  the  value 
of  the  adjacent  hands  owned  by  the  railroad. 

"  With  respect  to  the  grant  of  the  Northern  Pacific  Railroad  and  its  prosijectlve 
Value  —  Congress  granted  to  the  comjiany  12,800  acres  of  land  to  each  mile  of  road, 
commencing  on  Lake  Superior  and  extending  to  the  eastern  boundary  line  of  Dakota, 
and  25,600  acres  per  mile  from  that  jioint  to  the  Pacific  coast.  This  grant  calls 
for  about  58,000,000  acres  or  90,000  square  miles  of  land,  an  extent  equal  to  New 
York  and  Indiana  together,  or  eleven  and  a-half  times  Massachusetts. 


d^oilli 

gton^ 
Ci^<j 

f2£2SV 
iwistorf  ^ 

[hfimm  J)U 
Ut.MahooS 


Beynoldi  Ui\ 
>  / 

\       r 

DMT    ci 
JUx  Milt 


inlioiie . 


"* 


30 


7//A'  X(>A'/V//:A'.V  PACIIIC  RAILROAD. 


"  The  climatf  of  lliis  threat  land-f^rant  hell  acros-;  tlio  continent  is  hracini^,  anil  un- 
tisunlly  healthful,  bein)^  free  from  all  peculiar  diseases.  The  soil,  as  a  whole,  is  of 
excellent  (luality,  ])roilueing  Xzx'^'i  crops  of  wheat,  rye,  oats  and  barley;  vet;ctal>les 
yield  without  a  parallel  in  the  history  of  horticulture  in  America,  and  all  kinds  of 
small  fruits,  wild  and  cultivated,  yield  tlie  same  as  in  the  New  Knjjland  States.  The 
nutritious  grasses  growing  wild  on  the  eastern  and  western  slopes  of  the  Rocky 
mountains,  and  in  the  valleys,  afford  sustenance  for  cattle  the  year  round,  the  clim.atc 
west  of  D.akota  being  so  mild  as  not  to  necessitate  shelter  for  stock  in  the  winter.  A 
large  portion  of  the  grant  is  covered  with  forests  of  an  immense  growth,  the  like  of 
which  cannot  be  found  in  America.  Fine  building  stone  is  found  in  almost  eveiy 
variety  and  inexhaustible  in  quantity.  The  mineral  wealth  of  this  region  seems  as 
yet  to  be  hardly  explored  ;  at  the  present  time  no  portion  of  our  country  yields  .a 
greater  amount  of  the  ])recious  metals,  in  proportion  to  facilities  jjossessed,  than  that 
through  which  this  road  will  run.  Immense  coal  deposits  are  found  underlying  a 
great  portion  of  the  grant.  The  committee  on  the  Pacific  Railroad  in  the  United 
.States  Senate,  in  their  report  February  19,  1S69,  say,  '  Fvery  element  of  wealth, 
every  condilition  of  social  growth  and  prosperity,  exists  in  super.ibundance  and  be- 
yond exhaustion  in  the  region  lying  between  Lake  Superior  and  Puget  Sound.  For 
this  immense  country,  railroads  can  do  more  than  they  have  done  for  Illinois.' 

"  Now  if  we  compute  the  ultimate  value  of  the  grant  of  the  Northern  Pacific 
Railroad  at  57  per  acre,  the  average  of  the  land-grant  sales  in  the  fcjregoing  table, 
it  will  amount  to  ^406,000,000;  if  at  only  $5  per  acre,  it  amounts  to  $290,000,000; 
if  at  S3. 07  per  acre,  the  lowest  of  all  the  grants,  it  will  amount  to  $178,000,000. 
This  latter  sum  is  more  than  twice  the  estimated  cost  of  the  road,  as  set  forth  by  the 
most  competent  engineers.  These  prospective  results  seem  astounding,  yet  it  strikes 
us  as  not  unreasonable  to  believe  that  the  fm.ancial  results  of  this  grant  shall  even 
exceed  the  highest  of  these  estimates,  in.asmuch  as  its  resources  are  so  immense,  and 
will  be  so  rapidly  developed  by  the  railroad,  which  will  be  the  shorter  and  more  easily 
operated  of  our  Pacific  roads." 

The  Illinois  Central  Railroad  Company  received  a  land  grant 
of  2,595,000  acres,  mainly  treeless  prairie.  Sales  from  the  grant  up 
to  January  i,  1S69,  amounted  to  $23,793,255,  including  interest  on 
deferred  payments,  and  there  remained  unsold  526,690  acres,  worth 
gioper  acre.  In  other  words,  the  Illinois  Central  grant  of  2.595,000 
acres,  when  all  i5old,  will  have  yielded  tlie  Company  fidly  $30,000,000 
—  an  average  of  $ti  per  acre,  and  more  than  the  total  cost  of  build- 
ing the  Road.  So  safe  were  the  credit  sales  of  these  lands  that,  at 
the  close  of  the  year  1S67,  upwards  of  15,000  individtial  accounts 
were  on  the  Company's  books,  and  not  a  suit  or  a  claim  was  pend- 
ing in  court  in  relation  to  any  one  of  them. 

Financiers  and  dealers  in  corporate  funds  inay  better  appreciate 
the  value  of  the  Illinois  Central  grant  from  the  ixcX.  tiiat  in  1S68  the 
Company  paid  the  stockholders  dividends  amounting  to  22  percent., 
and  the  public  bought  its  shares  at  147.  At  the  bottom  of  this  pros- 
perity and  confidence  was  a  land  grant  of  2,595,000  acres.  The 
Northern  Pacific  Company's  grant  is  six  times  as  large  per  mile  and 
iioenty  times  a.%  large  in  the  aggregate  as  the  Illinois  Central's;  and 
on  the  qtiestion  of  the  comparative  intrinsic  worth  of  the  two  grants, 
we  have  the  published  opinion  of  John  Wilson,  Esq.,  who  was  long  at 


SOMi:  WM.iAlU.E  oriMoxs. 


31 


the  head  of  tlie  Land  department  of    the   Illinois  Central  Road. 
Mr.  Wilson  says: 

"  Willi  all  tlic  iiifoniiatiiin  1  have  collected,  ami  an  ex]ierionce  enjdyeil  by  but  few, 
— conipaiiii!^  the  Xiirtlieni  Tacille  (^naiit  with  that  of  the  Illinoi-i  Central,  I  think  it  a 
small  estimate  to  say  that  if  the  former  is  properly  managed,  it  will  hnihl  the  entire 
Road  through  to  I'uget  Sound  and  head  of  navigation  on  the  Columbia — fit  out  a  fleet 
of  sailing  vessels  and  steamers  for  the  China,  East  India,  and  coasting  trade,  and 
leave  a  surphw  that  will  amount  lo  millions." 

The  sales  of  land  made  by  the  Northern  Pacific  Railroad  Company 
to  the  date  of  the  present  writing',  (February,  187,3,)  '^'i^'"-'  1"-'^'"  '^t  ^'^^' 
average  price  of  $5. 66  jjcr  acre,  and  the  sales  of  timber  from  its  lands 
about  Ptiget  Soimd  have  thus  far  realized  one  dollar  per  thousand  feet. 
At  the  average  price  of  $5. 66  per  acre,  even  including  timber,  the  Com- 
pany's grant  would  yield  more  than  $100,000.  jjer  mile  of  road,  or 
more  than  twice  the  maximum  cost  of  construi  tion  and  ecpiipmcnt. 

The  rapidity  with  which  western  lands,  adjacent  to  railroads  and 
markets,  advance  in  value  is  shown  by  the  following  paragraph  from 
a  leading  western  real  estate  journal : 

"  Land  in  the  West,  as  well  as  in  the  East,  has  undergone  a  material  advance  in 
the  last  five  or  ten  years.  In  Ohio,  Indiana,  Illinois  and  Michigan,  in  some  instances, 
good  farming  lands  have  advanced  from  ^\o  to  <;So  jier  acre;  and  in  the  newer 
States,  beyond  the  Mississippi,  improved  farm  lands  have  advanced  in  a  proportionate 
ratio.  In  Iowa,  for  instance,  $40  to  55°  per  acre  is  a  common  ligure  for  good  farms 
along  the  line  of  railroads,  which  ten  years  ago  could  h;  ve  been  junchased  for  $3  to 
$5  per  acre.  And  all  this  is  o'viug  to  the  general  iiiipro~'c»iciit  of  f,iei!ities  in  trans- 
portation by  which  the  product  of  their  farms  are  brought  so  near  to  the  great  markets.'' 


I  J»Ail 


SOME  VALUABLE  OPINIONS. 


DI'RIXCj  the  debate  in  Congress  which  preceded  the  passage  in 
May,  1870,  of  a  Joint  Resolution  conferring  certain  additional 
privileges  upon  the  Northern  Pacific  Railroad,  a  number  of  Senators 
and  Representatives  felt  constrained  to  opj)ose  the  measure.  The  oppo- 
sition was  based  mainly  upon  the  ground  that  the  Land  Grant  of  the 
Company  was  already  amply  large  and  valuable  to  pay  the  entire  cost 
of  building  and  equipping  the  Road.  Better  evidence  of  the  value  of 
the  Company's  grant  of  land  could  not  be  desired  than  the  admission 
of  its  opponents.     A  few  of  these  are  given  below : 

In  the  Senate,  >Lirch  2d  Mr.  Casserly,  referring  to  the  Northern 
Pacific  Railroad  land  grant,  said  : 


BeynoltU  CVJ 
SoyUliMtn 


Ill 


3a 


rni:  xoRTHKRx  pacific  railroad. 


"An  eniiiiie  in  itself,  I  l)c^',  j^'ciulcnicn,  t(j  nbscivf.  Mure  tli;in  tliat,  it  is  the 
very  richest  hunl  yiaiit,  l)y  a  hxrj^c  ])crct;iilayc,  which  any  raihoad  cunipany  lias  hecn 
fortunate  enoiijjh  to  obtain.  In  jjroportion  to  its  whole  extent,  vast  as  that  is,  it  con- 
tains more  f;(ioil  arable  lai\(l  than  any  other  larye  railroad  (,'rant,  except  tlie  yraiit  to 
the  Illinois  Central   Kaihoail,  in  1S50." 

Mr.  Harlan  of  llic  Senate,  ))la(e<l  this  opinion  on  record: 

" 'I'hese  lands  aie  valuable  lands.  No  person  can  study  the  topoj;ra|)hy  of  the 
countiy,  can  brint;  to  bear  the  knowledge  of  climatic  inihiences,  without  Unowinjj 
that  these  ])lains  are  fertile,  that  they  are  clothed  with  grass  and  tinjber;  that  it  is  a 
vast  and  v.thiable  f^rass-producinf;  and  jjrain-f^rowin^  rej,'ion  ;  a  large  ])roportion  of 
it  covered  with  forests,  the  like  of  which  camiot  be  foun<l  elsewhere  on  this  conti. 
nent,  from  which  the  great  connuercial  I'owers  of  the  worhl  are  now  obtaining  the 
timber  out  of  which  they  construct  their  merchants  fleets.  This  is  the  character  of 
the  domain  already  granted.  I  say  it  is  good;  it  is  valuable;  it  is  worth  untold 
millions  of  money,  and  will  produce  it  just  as  rapidly  as  the  Railroad  shall  have 
been  constructed,  in  order  that  purchasers  may  reach  it  and  bring  it  into  use." 

Senator  Howell,  of  Iowa,  with  a  practical  knowledge  of  the  valtie 
and  rajjid  appreciation  of  western  lands  in  the  vicinity  of  railroads, 
said  : 

"  I  think  that  when  this  road  is  extended  and  built,  as  it  will  be  gradually  from 
each  side,  from  the  ocean  and  from  Lake  Superior,  as  it  progresses  towards  the  cen. 
tre,  the  greater  portion  of  the  land  will  become  as  valuable  as  the  lanil  in  Inva 
through  which  our  railroads  run.*  ....  It  is  universally  understood  that  the 
land  is  good." 

Of  the  western  portion  of  this  Grant,  Hon.  Sidney  Clark,  of 
Kansas,  another  exi)ert  in  the  value  uf  Western  lands,  expressed  this 
opinion  in  the  Hotise  of  Representatives,  May  25th: 

"Why,  sir,  the  facts  are,  that  on  the  western  slope  of  the  Rocky  Mountains, 
through  Washington  Territory  to  the  Pacific  Ocean,  which  this  Road  ])enetrates, 
stretching  out  in  all  directions,  the  most  dense  and  valuable  forests  in  the  world  are  to 
be  found,  which  will  be  worth  eventually  several  hundred  million  dollars.  Our  forests 
are  becoming  rapidly  depleted,  s(3  nviidly,  indeed,  tiiat  within  the  short  space  of  fifty 
years  one  of  the  most  imi)ortant  cjuestions  which  will  be  submitted  to  legislators  and 
to  the  political  economists  of  the  country  will  be,  how  this  great  and  necessary  ele- 
ment of  wealth,  power,  and  convenience,  can  be  maintained  against  this  ra]>id  destruc- 
tion and  depletion.  I  have  no  hesitation  in  saying,  Mr.  Speaker,  that  in  all  this  belt 
of  country  west  of  the  Rocky  Mountains,  there  is  a  forest  which,  opened  up  by  rail- 
road, will,  for  the  purpose  of  shipbuilding  and  for  all  the  purposes  of  commerce  at 
home  and  abroad,  be  worth  hundreds  of  millions  of  dollars,  however  extravagant  these 
figures  may  seem  at  the  present  time." 

A  volume  could  be  filled  with  similar  extracts  from  the  debates  in 
Congress,  but  there  is  only  space  for  the  following  unsolicited  testimony 


■  luwa  lands  aujacciu  lo  lines  uf  railroad  are  worth  from  j^io  to  1^40  per  acre. 


T 


i 


S7:r/7:.)f/:.vy  or  pa'/.s/df.X'J'  c.iss. 


33 


of  Hon.  Allen  (i.   'rhuniiaii,  of  Oliiu,  given  in   the  United   States 
Senate  : 

"Why,  sir,  I  fifTiim,  and  alTirm  williout  fear  of  successful  contradiction,  that  the 
grants  made  \>y  the  charter  of  this  Company  to  the  Company,  will  defray  every  dollar 
of  ex|)cnsc  of  buildinjj  and  equippiii}^  the  Road,  so  that  the  result  of  the  whole  thinjj 
is  simply  tliat  the  (Joveniment  Iniilds  and  cipiips  this  Road  and  f^ives  it  to  a  piivale 
corporation.  Say  what  you  will  about  it,  aryue  as  much  as  you  please  upon  it,  talk 
as  much  as  you  choose  of  the  advantages  to  the  country  of  tlie  Road,  the  simple, 
naked  result  of  the  whole  thing  is  that  the  (Government  builds  and  ccpiips  the  Road 
and  gives  it  to  a  private  corporation  to  be  a  monopoly  in  the  hands  of  that  corpo- 
ration.    That  is  the  whole  of  it." 


\ 


lERI) 

t 


STATEMENT  OF  PRliSIDEXT  CASS. 


Gen.  Geo.  W.  Cass,  in  accepting  tlie  presidency  of  the  Northern 
Pacific  Railroad  Coini)any,  in  November,  1872,  made  the  following 
statement  to  the  Board  of  Directors — a  statement  which  is  specially 
significant,  as  it  was  the  result  of  a  thorough  personal  examination  of 
the  merits  of  the  enterprise,  and  expressed  tlie  matured  judgment  of  a 
railroad  manager  of  more  than  forty  years'  successfid  experience,  and 
of  a  reputation  and  character  second  to  none  in  the  country.  Gen. 
Cass  said : 

"  Gentlemen  : — II  is  now  about  three  months  since  you  expressed  your  con- 
fidence in  my  devotion  to  the  best  interests  of  this  Corpor.ation,  and  of  my  ability  to 
serve  it,  by  electing  me  to  the  most  responsible  jiosition  within  your  gift — that  of  the 
Presidency,  which  was  soon  to  become  vacant.  For  this  evidence  of  your  apprecia- 
tion I  feel  most  grateful;  but  the  position  I  cannot  accei>t  with  an  unmixed  feeling  of 
gratitude.     I  accept  it  with  doubt  and  liesitation,  in  view  of  its  great  responsibilities. 

"  When  the  Board  made  its  selection  of  a  successor  to  the  gentleman  who 
created  this  great  enterprise  as  it  stands  before  the  public  to-day,  I  was  by  your  ap- 
pointment on  a  committee  to  go  to  the  Pacific  coast,  and  afterwards  to  Minnesota  and 
Dakota,  to  make  a  personal  examination  of  the  Road,  its  route,  and  its  land-grant, 
and  to  look  into  everything  which  concerned  the  Comjiany's  present  and  future. 
Before  accepting  or  declining  the  trust  you  offered  to  me,  I  thought  it  to  be  fit — to 
be  due  to  myself,  to  you,  and  to  that  small  portion  of  the  public  that  might  place 
confidence  in  the  enterprise  by  reason  of  my  presiding  over  it — that  I  should  first 
make  this  personal  examination,  and  thereon  found  my  judgment  of  the  ultimate  value 
of  the  Northern  Pacific  Railroad  and  of  its  land-grant.  That  examination  has  been 
made,  and  my  opinion  of  the  property  has  been  formed  on  the  examination.  And 
I  come  to-day  to  announce  to  you  my  acceptance  of  the  honor  and  the  office  you 
have  tendered  to  me,  and  to  promise  to  devote  to  this  enterprise  all  of  my  time,  and 
whatever  of  experience  and  judgment  I  have  acquired  in  forty  years  of  active  business 
life,  most  of  it  spent  in  works  of  a  character  similar  to  the  construction  of  the  North- 
ern Pacific  Railroad.  In  making  a  personal  examination  of  the  Road,  the  route,  and 
the  land-grant  to  which  I  have  referred,  I  was  one  of  a  committee  of  a  majority  of 


iBrowjiilea 
joCbtJ 


IBeymldt  U, 


L*H4.i 


,nfirtil« 


II 

'II 


.It 


■////•;  .\<>A-////:A\V  r.iCll  IC  KAll.RO.Mh 


yoiir  Hoanl,  nml  lliiK  hnd  tlie  full  a'lvnnta;;c  of  dhscrvntion  from  tlie  various  stand- 
|ioiuts  at  wliuh  iliflVrctit  inimls  ainl  temperaments  would  iiaturnlly  view  so  great  a 
project,  all  aiding;  nie  to  reach  a  more  secure  and  a  sounder  judj^ment.  In  tlie 
journey,  we  examined  almut  one  thousand  miles  (jf  the  route  of  your  Koad,  and  of 
the  lands  conii^iiou-..  Of  the  line  and  the  lands,  more  than  one  half  was  on  the 
I'acilic  coast.  Of  the  constructed  portion  of  the  Road,  we  twice  passed  over  four 
hundred  miles,  exiuninin;;  the  whole  of  the  iiroj/erty  ami  the  whole  of  the  thousand 
miles  of  route  |iy  dayli;^dit,  purposing;  to  rely  on  what  we  saw,  and  nut  on  what  we 
heard,  .as  to  tlie  route,  the  land,  the  iiropcrty,  and  the  i^roli.iMe  future  develop- 
ment of  the  enterprise. 

"  It  is  not  my  pur])ose  to  go  into  an  elahorate  recital  of  all  the  facts  and  the 
theories  on  which  1  hase  my  opinion  that  the  Northern  I'acitie  Railroad  can  bo  con- 
structed at  a  reasonalile  cost — that  it  can  he  operated  and  maintained  at  a  less  cost 
than  any  (Uher  railroad  across  the  continent  north  of  the  parallel  thirty-lhrcc,  for  very 
olivious  reasons— ;in<l  that  it  will  have,  when  constructecl,  and  at  once,  a  larger  U)cal 
traliic  than  any  other  road  can  have  we?-t  '>f  the  one  hundredth  meridian  of  longitude; 
but  I  will  say  to  you  that  such  is  my  well-considered  judgment.  I  will  also  s.ay  that 
the  vast  country  within  the  limits  of  your  land-grant  is  not  eijualled  by  any  similar 
extent  of  country  west  of  the  Missi.-^sippi  river,  in  all  of  the  elements  necessary  to 
support  an  intelligent,  enterprising,  and  prosperous  population  in  the  comforts  and 
luxuries  of  life. 

"There  is  no  problem  to  solve  as  to  the  success  of  the  Northern  Pacific  Railroad 
after  it  shall  1.  ive  been  con4ructed.  The  only  quesli(m  after  that  event  will  be  how 
intelligent  men  of  this  age  should  ever  have  had  a  doubt  about  its  success,  \\\\\\ 
these  views,  genlleuiT,,  I  enter  upon  the  duties  of  the  trust  you  have  committed 
to  me." 


CONSTRUCTION  AND  EOUIPMHNT. 


"  I 


SATISFACTORY  evidence  of  the  thorotigli  and  substantial  manner 
in  wliicli  the  Northern  Pacific  Railroad  is  building  is  contained 
in  the  following  synopsis  of  the  official  report  of  the  Conimissioners, 
appointed  by  President  Grant  to  examine  the  Minnesota  Division  of 
tlie  road,  prior  to  its  acceptance  by  the  Government.  This  report  is 
dated  at  Wasliington,  D.  C,  December  loth,  1872,  is  addressed  to  the 
President  of  the  United  States,  and  signed  by  S.  11.  Kaiiffman,  A.  C. 
Sands  and   Tiiomas  Underwood,  Commissioners. 


COMMISSIONERS'  REPORT. 

The  Commission  examined  the  completed  Minnesota  Division,  extending 
228^4^  miles  from  a  point  near  the  head  of  Lake  Superior  to  Moorhead,  at  the 
crossing  of  the  Red  River  of  the  North  ou  the  western  boundary  of  the  State.   They 


COXSTA'rC770X  .t.\/>  I.^Hf/'.UKXr. 


35 


')i 


report  tin'  rnnd  \v<'l'.  ami  ju'liciously  loc;\tc'l,  wflh  a  view  to  liolh  tliri)il;;h  nml  lociu 
Irallk.  'riic  {jradfs  were  fouixl  to  l)c  11^1)1  ami  the  curves  iiiDileraie — tin.-  lu.iviust 
ascent  lieitif;  53,  3  feet  to  the  mile,  while  threc-fimrllis  of  the  leiij^th  nf  the  line 
is  lieiiiw  the  nvera-^e  ^laile  of  f,o  U'c\  to  the  niih-,  ami  ahoiil  (10  miles  are  of  gr.nle 
level.  'I'lie  sharpe^'t  curve  is  ihree  ik'i;rocs  in  a  radius  of  2,000  fei  I.  'I'lie  enbank- 
mcnts  and  excavations  come  within  tin;  n'liuireinciiis  of  ilie  law,  and  wire  foniid 
to  1)0  "uniformly  In  j^ooil  condition  and  sulijeils  of  pmper  care  on  the  part  of  the 
Company."  The  Iiridi;es  and  culverts  are  pronounccl  ample  in  numlicr  and  satis- 
factory in  character. 

'I'he  si<lings  arc  22  in  number,  have  an  af,'gref;ate  length  of  44,^75  feet,  are 
judiciously  distributed  alont;  the  line,  and  are  "  deemed  amjile,  both  in  location  and 
cajjacity,  for  present  rciiuircmenls.  Tlio  rotil  was  found  to  be  well  and  substantially 
ballasted  with  ;;ravel.  The  ties  are  fninly  ind)edded  and  the  track  is  smooth  and  in 
good  condition."  The  ties  are  laid  2,640  to  the  mile,  are  of  oak,  tamarac  and  Nnr- 
w.ay  pine,  and  conform  to  the  ]irescribed  standard.  The  rails  arc  of  American 
manufacture,  wei;;h  56  pounds  to  the  yard,  and  in  (juality  and  maimer  of  layinjj  meet 
the  ref|uirenients  of  the  Government. 

The  rolling-stock  of  the  .Minnesota  Division  consists  of  68  locomotives,  18 
passenger  cars,  5  baggage  cars,  I  pay  car,  2  observation  cars,  350  box  cars,  i,ioo 
platform  cars,  i  wrecking  car,  52  hand-cars,  36  rubble  cars,  and  I  pile  ilriver.  The 
report  says:  "This  stock  is  believed  to  be  ample  for  the  present  and  near  future 
rcriuirements  of  the  road,  and  the  Commission  takes  pleasure  in  bearing  testimony 
to  its  uniformly  excellent  (piality  and  good  condition."  In  addition  to  the  rolling- 
stock  enumerated,  there  were,  at  the  date  of  the  rcjiort,  28  locomotives  and  4  pass- 
enger cars  in  process  of  construction,  for  early  delivery. 

The  15  passenger  and  9  freight  statiims  on  the  Division,  were  found  to  be 
substantially  and  t.astefully  built,  conveniently  located,  supplied  with  all  usual  con- 
veniences an<l  in  every  respect  to  "compare  favor.ably  with  those  U]>on  the  majority 
of  roads  in  this  countiy."  At  Brainerd  the  Connnis-iion  found  extensive  an<l  well 
equipped  engine  houses  and  repair  shops,  proviilcd  with  steam  power  an<l  all  neces- 
sary machinery,  with  a  large  stock  of  iron  and  other  supplies  on  hand.  In  addition 
to  these,  engine  houses  and  repair  sho[)s  arc  erected  at  Duhith,  and  at  Fargo  on 
the  wc.-it  bank  of  the  Red  River.  Mention  is  maile  of  the  spacious  and  conifort.able 
Settlers'  Reception  Houses  erecic:!  by  the  Comp.any  at  Duluth,  IJrainerd  and  Glyn- 
don,  to  be  used  temporarily  as  free  hon''  s  for  emigrants  and  colonists  who  settle  on 
the  line  of  the  road. 

The  water  stations,  20  in  number,  and  having  an  aggregate  capacity  of  over 
200,000  gallons,  are  described  as  being  substantially  constructed,  on  an  approved 
plan,  and  provided  with  ader|U.ate  protection  against  freezing.  The  telegraph  line 
is  "  well  constructed  and  equipped,  and  its  facilities  are  ample  for  the  use  of  the  road 
and  the  probable  wants  of  the  public."  The  deep  excavations  on  the  line  of  the 
road,  which  arc  not  naturally  protected  by  growing  timber,  arc  guarded  from  drifting 
snow  by  single  and  sometimes  double  lines  of  snow-fences.  [These  have  furnished 
almost  perfect  protection  against  the  very  unusual  snow-fall  of  the  winter  of  1S72-3.] 

The  report  concludes  with  the  following  paragraph  :  "  Having  found  that  por- 
tion of  the  road  lying  between  Thomson  Junction  and  the  Red  River  of  the  North, 
228  and  4,118-5,280  miles  in  length,  to  be  judiciously  located,  well  constructed  and 
adequately  ctpiipped,  and  believing  that  it  substantially  meets  the  requirements  both 
of  the  letter  and  the  spirit  of  the  law  and  Department  rcguLilions  bearing  on  the 
subject,  the  Commission  respectfully  recommends  its  acceptance  by  the  Govern- 
ment." 


mi 
Ola 

(Irn 

(»a>;. 

)Umiwmut 
\  ' 

Mt.Iilaimo'j 

L^  WliUl 

I  Jallll 


'Wmitii 


Beynoldt  1 

JiUver  t 


HotUhHln 


.„,1iOTI»^ 


i 


PRESENT  AND  FUTURl:  TRAFFIC. 


THIC  Northern  Pjuific  Railroad  will  centrally  traverse  and  draw 
its  traffic  from  a  Fertile  Belt  of  country  i,Soo  miles  long  and  at 
least  700  in  width,  which  is  now  wholly  imsupplicd  with  railroads  or 
other  adequate  means  of  transportation.  For  the  carrying  trade  of 
this  vast  region  tlie  Northern  Pacific  Railroad  will  have  no  competitor. 
Tiie  existing  road  to  the  Pacific  has  an  ample  field  for  a  prosperous 
business  of  its  own.  r)eing  500  miles  apart  the  two  lines  cannot  be 
rivals  for  local  traffic,  while  the  Asiatic  and  through  trade  of  both 
will  be  increased  to  an  enormous  volume  by  their  joint  efforts  to 
turn  tlie  current  of  the  world's  commerce  across  the  American  Conti- 
nent, and  by  their  joint  demonstration  that  the  trans-continental  route 
is  equal  to  all  commercial  needs. 

Will  a  country  of  the  extent  and  character  of  the  New  Northwest 
furnish  a  sustaining  business  to  one  line  of  road?  The  question 
answers  itself.  Put  the  case  does  not  rest  on  this  general  inference 
alone.  The  States,  rerritories,  and  Provinces  dependent  upon  the 
Northern  Pacific  Railroad  as  their  thoroughfare  of  travel  and  traffic 
are  already  populated  to  a  very  considerable  extent,  and  i)ossess  fully 
organized  local  governments.  The  country  directly  tributary  to  the 
Northern  Pacific  Road  contains  (juite  as  many  people  as  did  the  States 
and  Territories  traversed  by  tiie  first  Pacific  Road  when  it  was  built, 
while  the  i)roducing  cajjacily  of  the  Northern  belt  is  many  fold  greater 
than  that  of  the  Central.''' 


♦The  Chicago  ymiynal,  in  an  inlelligent  review  of  the  P.icific  Railroads,  says  : 

"  The  census  ri-iiinis  of  1R60  pave  4f)o,i  12  as  tlie  sum  total  of  the  ixipulation  of  Nebraska,  Wyo- 
mint;,  Utah,  Nevada  ami  Califoniia— tlie  district  iiuw  traversed  liy  the  Union  and  Central  I'ac'ific 
Kailroads.  Wiirk  was  commenced  on  the  road,  at  both  ends,  in  tlie  winter  of  1S63,  lielween  the  two 
dales  mentioned,  winy  to  the  war.  It  is  evident  that  tlie  far  West  could  not  have  received  niiicli  of  an 
addition  to  its  iiopiilation,  Looking  back  now.  It  is  easy  to  see  why  so  many  of  Its  friends,  even, 
propliesied  that  financially  the  road  would  he  a  failure.  'J  hey  regarded  the  enterprise  as  one  of  politi- 
cal necessity,  but  could  see  no  money  in  It.  lis  route,  for  the  most  part,  lay  throns;h  a  wilderness 
incapable  of  a>;riciilluial  seltlement.  Of  the  whole  number  of  inhabitants  above  given  all  but  90,118 
were  in  the  State  of  California.  .  .  .  .,..,...., 

"  .And  now  comes  the  Northern  Pacific,  certainly  with  greater  prnb.abilitics  of  success  than  were 
before  the  Inicm  and  Central  I'acific.  While  it  ec|uals  the  other  In  mineral  wealth,  the  country 
through  whii  h  it  runs  is  vasi!  /  more  inviting  to  the  firmer.  Indeed,  testimony  shows  it  to  l)e  of  special 
agricultural  value.  Leaving^  out  California  on  the  Union-Central  i'acilic,  and  also  excluding  Miiine- 
sot.-i  on  the  Northern  I'.icillc,  and  the  latter  road  h.is  104,752  more  ]ieo|)le  tocontribiitetoitsloc.il 
business  than  aw.iited  the  oiiening  of  the  Union  anJ  Central  Pucilic,  and  only  2j, 592  less  than  (jive 
support  to  the  1. liter  road  now. 

"Including  thoso  two  States — which  would  not  be  unfair,  inasrruich  as  the  Northern  Pacific  will 
have  In  Minnesota,  with  lis  main  and  branch  lines,  over  eight  hundred  miles  of  ro.ul,  draining  two- 
tliirds  of  the  entire  Sl.ite— including  these  two  St.ites.  tlie  tribiilary  ]>o|iula,ion  of  the  Northern  road  in 
all  is  (■ni),4u,  or  1 7(), 111  more  than  were  at  first  reached  by  the  Uiiion-Ccniril  I'acific,  and  only  148,8^7 
less  than  ^tve  aid  to  it  now. 


rKj-:s/:\j-  axd  i-uiurk  trafi-ic. 


37 


It  was  predicted  that  years  would  elapse  before  the  Union  and 
Central  Pacific  Roads  coidd  reach  a  paying  business.  Look  at  the 
facts:  Although  built  by  tlie  longes'^  line  between  the  Lakes  and  the 
Pacific  ocean,  through  a  belt  of  country  much  of  wliich  cannot  be 
occupied,  and  over  a  mountain  region  presenting  great  elevations  and 
inost  difficult  grades,  these  two  roads,  whi(  h  for  commercial  purposes 
maybe  regarded  as  one,  earned  enough  in  \\\ii\K  fiist  full  year  of  through 
business,  over  and  above  running  exi)enses,  to  pay  six  per  cent,  interest 
on  a  fair  estimate  of  their  cost.  How  many  roads  in  any  part  of  the 
country  can  make  a  better  sliowing?  The  official  statement  of  the 
gross  and  net  earnings  of  the  Central  Pacific  Road,  (the  western  half 
of  the  present  trans-continental  line,)  during  eiglit  years  is  as  follows: 


Ye;ir. 

Miles  Operated. 

1 86s, 

31  to     56, 

1 866, 

5^'   "     94, 

1867, 

94  "  1,37, 

1808, 

127  "  4()8, 

1869, 

468  "  742, 

1870, 

742  "  900, 

1S71, 

1034. 

1872, 

1175. 

Gross  Earnings.  Net  Earnings. 

$401,941.92  (gold,)  $280,272.39 

864,917.57        "  664,206.96 

1,470,653.50       "  1,087,001.22 

2.300.767.17  *'  1,469,776.36 
5,716,115,54       "  2,591,497.00 

7.995.116.18  (currency,)  3,800,761.34 
9,467.072.15           "  5,171,192.95 

12,793,001.91           "  7,465,625.36 


E.iriiinqs 
I'er  .Mile. 


$9,037.00 

9-.54J-00 

9,155.00 

10,896.00 


Li  1871,  tlie  operating  expenses  of  the  Central  Pacific  were 
45t^u^o  l-"^*"  LX'nt.  of  the  gross  earnings;  in  1872  they  were  4i-i-''J'o  P^"" 
cent.,  and  70  per  cent,  of  receipts  came  from  Local  business. 

Gross  earnings  of  the  Central  Pacific  and  liranclics,  for  1872,      .     ,     $12,793,001.91 
"  "  "      Union         "  8,779,099.00 


Aggregate  earnings  of  present  Pacific  Road,  (2213  miles)  for   I 
1872,  lieing  llie  lliird  full  year  of  through  business,  /  ' 


$21,572,100.91 


A  similar  t-afific  over  the  Northern  Pacific  line  when  completed 
will  yield  a  net  yearly  revenue  of  more  tlian  11  per  cent,  on  the  maxi- 
mum cost  of  the  rood. 

It  is  to  be  rcnembered  that  until  June,  1S70,  tiie  Central  Pacific 
Road  terminated  on  the  west  at  Sacramento,  138  miles  froin  San 
Francisco  and  the  Ocean ;  that  aside  from  Sacramento,  willi  its  popu- 
lation of  16,000,  it  had  no  considerable  town  or  city  on  its  entire  main 
line,  or  at  either  terminus;  and  that  the  total  population  of  all  the 


"  Put  the  ficnres  pivcn  .arc  sncgcstivc.  What,  principally  within  the  last  five  years,  h.as  added 
100,000  til  tlie  popul.itiun  uf  San  i-'raucisco?  Surely  nuthing  so  nnicli  as  the  suinnunis  ot  inai  knueking 
at  the  (iolden  (iate.  If  a  road  can  add  100,000  people  in  five  )x*ars  to  an  existing  city,  t:aniiot 
another  one  in  the  same  time  hnild  up  a  city  of  ioo,(kxi,  especially  if.  by  reason  of  its  snorter  oceanic 
distap.cc,  it  is  demonstr.ite.l  that  it  will  necessarily  control  f-reign  shipments? 

■'  Few  duulit  tli.i'.  i^thc  land  lymg  along  the  Union  I'.icil'icTiad  been  as  available  for  agriculture  .as 


the  lands  of  the  Northern  I'acific,  the  population  along  the  route  would  have  tre'iled  as  well  as  that  of 
its  terininal  city.  Mere,  then,  the  case  will  ]irobably  stand  : —The  Northern  Pacific,  on  its  comple- 
tion, will  find  a  flonirsliing  city  awaiting  it  on  I'uget  Sound,  inferior,  of  course,  in  size,  to  San  I'Van- 
cisco,  but  still  a  thriving,  well-grown  city,  as  helptul  to  it  as  the  other  to  its  Southern  compeer.  It 
will,  during  its  progress,  on  account  of  its  fertile  lands,  ni're  than  quadruple  the  population  west  of 
Minnesota,  and  so  bids  more  than  fiir  to  e<|ual  the  first  through  business  of  the  Union  and  Central 
Pacific,  while  for  the  succeeding  yeas  its  returns  will  be  vastly  greater." 


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38 


rni-:  xoRniERX  pacific  railroad. 


towns  on  tlic  road  between  Sacramento  and  Ogden,  a  distance  of  743 
miles,  was,  in  1S70,  less  than  12,000. 

It  would  have  been  difficull,  before  the  construction  of  the  present 
l'a(  ific  Road,  to  say  of  what  would  consist  the  enormous  traffic  it  at 
one  e  obtained  and  now  enjoys,  yet  sagacious  men  knew  the  business 
was  awaiting  the  Road.  The  builders  of  the  Union  and  Central 
Pacific  Roads  deserve  much  credit  as  the  ])ioneers  of  a  great  movement. 
They  took  the  risk  of  a  vast  exi)eriment,  and  their  demonstration  of  the 
feasibility  and  ])rofitableness  of  a  trans-continental  njad  by  a  most 
difficult  route,  has  rendered  comparatively  easy  and  wholly  safe  the 
construe  tion  of  a  second  road,  on  a  short  line,  with  easy  grades,  and 
through  a  country  of  acknowledged  fertility  and  variety  of  resources. 
The  success  of  the  first  being  already  proved,  the  success  of  the  second, 
under  the  circumstances,  is  doubly  assured. 


S0URCL:S  OF  BUSINESS. 

To  enumerate  specifically  some  of  the  sources  of  that  traffic  which 
now  awaits  the  completion  of  the  Northern  Pacific  Railroad  ; 

1.  Where  the  Road  crosses  the  Red  River  of  the  North  it  taps  1500 
miles  of  inland  navigation — down  the  Red  River,  tiirough  Lake  Winni- 
peg, and  up  the  Saskatchewan  to  the  foot-hills  of  the  Rocky  Mountains. 
Light  draft  steamers  have  long  navigated  much  of  this  route.  Along 
the  greater  part  of  this  water-way  the  soil  is  good,  ihe  climate  like  that 
of  Minnesota,  and  the  settlements  numerous.  The  trade  of  this  vast 
region  beyond  the  national  boundary,  including  the  transjjortation  of 
.sui)plies  for  the  Dominion  Government  and  the  Hudson's  IJay  Com- 
pany, already  forms  part  of  the  business  of  the  Northern  Pacific  Road. 
During  the  half-year  ending  November  20,  1872,  the  freight  shipped 
over  the  Northern  Pacific  Road,  en  route  to  anil  from  Port  Garry,  in 
Manitoba,  (British  America,)  amounted  to  more  than  Five  Million 
pounds,  in  addition  to  the  large  amount  of  shipments  to  other  points 
on  the  Red  River  above  Port  Garry,  and  the  iniijortant  passenger 
business  from  the  same  source. 

2.  The  Railroad  will  elo  most  of  the  business  now  done  by  steam- 
boats on  the  upper  Missouri  and  its  tributaries.  '  That  business  is 
of  long  standing  and  very  considerable  amount. 

3.  The  road  will  command  the  extensive  interior  trade  that  now 
supports  twenty  steamers  of  the  Oregon  Steam  Navigation  Company, 
which  navigate  the  Columbia,  Clark's  Pork,  the  Snake  River,  and 
Lake  Pend  d' Oreille. 

4.  It  will  take  the  bulk  of  the  large  business  now  done  all  over 
the  Northwest  by  pack-animals  and  wagon-trains.  It  will  perform  the 
most  profitable  part  of  the  express  service  of  six  States  and  Territories, 
in  addition  to  carrying  the  U.  S.  mail  through  the  same  country. 


l/i 


PRESENT  AND  FUrURE  TRAFFIC. 


39 


5.  It  will  take  the  place  of  tlie  present  wagon  service  in  trans- 
porting supplies  to  the  twenty-eight  northern  military  posts — a  service 
which  has  cost  the  Government  many  million  dollars  yearly.  In  this 
way  alone  it  will  save  to  the  nation  annually,  a  large  percentage  on  the 
entire  cost  of  the  Road. 

6.  The  existing  Lumber  trade  of  Puget  Sound,  westward  by  sea, 
is  elsewhere  mentioned.  The  railroad  will  create  a  proportionate  trade 
eastward.  The  shipments  of  lumber,  by  vessel,  from  Puget  Sound,  in 
1872,  equalled  30,000  car-loads,  or  1500  trains  of  20  cars  each.  And 
this  traffic  is  yet  in  its  infancy.  What  must  the  corresponding  interior 
lumber  trade  contribute  to  the  business  of  the  Northern  Pacific  Railroad  ? 

7.  The  transportation  of  coal  from  the  mines  in  Washington 
Territory  to  shipping  ports  on  the  St)und  and  the  Columbia  rivers, 
and  from  the  mines  in  Dakota  to  all  points  in  the  northwest,  east  of 
the  Rocky  Mountains,  will,  from  the  outset,  and  for  all  time,  be  a 
principal  feature  in  the  freight  traffic  of  the  road.  Those  who  are 
familiar  with  the  success  of  coal  roads  in  the  Atlantic  States,  can 
estimate  the  value  of  this  unfailing  source  of  business  to  the  Northern 
Pacific  line. 

8.  The  tide  of  emigration,  already  tending  to  the  country  now 
opening  to  settlement,  with  the  thousand  needs  of  new  and  thriving 
communities,  will  contribute  a  large  revenue  to  the  Road.  For  many 
years  the  transportation  of  settlers,  their  families,  goods  and  supplies, 
(though  clone  at  low  rates,)  to  all  parts  of  the  Fertile  Belt  adjacent  to 
the  Northern  Pacific  line,  will  furnish  a  constantly  increasing  income 
to  the  Company. 

9.  As  a  route  for  tourists  the  Northern  Pacific  Road  will  present 
attractions  which  cannot  be  rivaled.  The  summer  plea.sure  travel  over 
the  line  will  be  very  large  from  the  outset.  The  National  Yellowstone 
Park,  situated  near  the  route  of  the  Northern  I'acific  Road,  and 
embracing  the  hot  springs,  the  volcanoes,  the  grand  canyons,  the 
cataracts,  and  the  wonderful  geysers,  will,  alone,  attract  scores  of 
thousands  of  visitors  annually.  'I'he  scenery  along  the  upper  Missouri, 
between  Fort  Penton  and  Three  Forks,  is  imposing  beyond  description, 
and  well  worth  a  trans-continenlal  journey  to  behold.  The  portion  of 
the  valley  route  between  Helena  and  Lake  Pend  d'Oreille,  descend- 
ing the  western  slope  of  the  mountains,  is  exceedingly  picturescjue 
and  attractive.  The  scenery  along  the  Columbia,  from  Wallula  to 
Portland,  past  the  Dalles,  the  Cascades,  (."ajie  Horn,  iv'c.,  has  long 
been  celebrated  as  surjjassing  all  else  of  the  kind  on  the  continent. 
On  the  Pacifii:  Slope,  Mounts  Hood,  Ranier,  and  St.  Helens,  the 
giant  forests  of  Washington,  and  the  shores  and  waters  of  Puget  Sound, 
more  than  maintain  the  reputation  of  the  Northern  Pacific  route  for 
beautiful,  grand,  and  often  astonishing  scenery. 


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40 


THE  XORTIir.RX  PACIFIC  RAILROAD. 


10.  'I'lic  shipment  of  cottle  over  the  Northern  Pacific  Road, 
promises  to  equal  that  upon  any  line  in  America.  The  grazing  lands 
of  the  Fertile  Belt  are  admittedly  unsurpassed  in  character  and  extent. 
The  "bunch-grass"  covers  valleys  and  mountains.  It  is  grass  in 
summer  and  cured  hay  in  winter.  Stock-raising  will  continue  to  be, 
as  it  now  is,  one  of  the  most  lucrative  branches  of  business  in  the 
Northwest,  and  with  tiiis  great  thoroughfare  furnishing  quick  trans- 
portation to  a  ready  market,  this  interest  cannot  but  reach  enormous 
projiortions.  Tiie  experience  of  the  Kansas  Pacific  and  Union  Pacific 
Roads,  in  suddenly  develoi)ing  an  extensive  trade  in  cattle  from  the 
Soulinvestern  jjlains,  furnishes  a  suggestion  of  what  may  be  expected 
by  I  lie  Northern  Pacific  Road. 

11.  Tiie  grain-producing  capacity  of  Minnesota  is  well  known. 
The  Northern  Pacific  Road  and  its  allied  lines,  will  transport  to  market 
tlie  produit  of  two-thirds  of  the  wheat-lands  of  Minnesota,  and  the 
trunk  line  will  traverse,  on  its  way  to  the  Pacific,  many  million  acres 
of  eiiually  good  soil.  Indeed,  the  Road  may  be  said  to  open  to  the 
world's  markets  that  region,  which,  at  a  very  early  day,  is  to  furnish 
the  bulk  of  the  surplus  wheat  croj)  of  the  United  States.  How  much 
business  must  the  grain-product  of  the  Northwest,  present  and  future, 
furnish  to  the  Northern  Pat  i fie  Road?  With  one-fortieth  part  of  her 
lands  under  cultivation,  it  is  estimated  that  Minnesota  alone  jiroduccd 
twenty-six  million  bushels  of  wheat  in  1S72 — the  surplus  or  e-xportable 
portion  of  v/hich  load  at  least  3000  trains  of  cars. 

12.  The  many  navigable  rivers  crossed  and  recrossed  at  conve- 
nient intervals  by  the  Northern  Pacific  Railroad,  will  contribute  to  it 
a  large  traffic  by  bringing  in  the  trade  of  the  country  for  many  miles 
on  both  flanks.  For  example,  on  the  Pacific  slope,  the  waters  of  Puget 
Sound,  the  Cowlitz  river,  the  Willamette,  the  lower  and  upi)er  Colum- 
bia, the  Snake,  the  Clark,  and  Lake  Pend  d'Oreille — all  will  serve  as 
feeders  and  outlets  for  the  concentration  and  dislrilnition  of  freights 
and  passengers  upon  and  from  the  great  c:entral  thoroughfare,  the 
Railroad.  From  the  head  of  navigation  on  the  Columbia's  branches 
it  is  only  some  250  miles  across  the  divide  to  the  navigable  waters  of 
the  Missouri  on  the  east.  This  stream  and  the  Yellowstone  drain 
large  tracts  of  fertile  country,  and  both  will  bring  their  tribute  of 
trade  to  the  Railroad,  where  rail  and  river  intersect,  in  Dakota.  Two 
huntlred  miles  further  east,  the  navigable  Red  River  is  crossed, 
bringing  to  the  Road,  as  elsewhere  stated,  the  trade  of  1500  miles  of 
valley  lands.  At  their  eastern  termini,  the  two  arms  of  the  Northern 
Pacific  Railroad  connect  with  the  commerce  of  the  Mississippi,  at  St. 
Paul,  and  the  commerce  of  the  great  Lakes  and  the  St.  Lawrence,  at 
Duluth,  on  Lake  Superior. 

This  lake  and  river  system  of  the  Fertile  Belt  is  obviously  an 
important  element  in  the  assured  success  of  the  Road,  giving  it  the 


/i 


PRESEXT  AND  EC  7Y  'A'/;    TKAEEIC. 


41 


^^" 


practical  advantage  of  eight  or  ten  side  l)rancl\  lines,  without  the 
expense  of  building  tlicm.  Hut  the  Central  and  Union  Pacific  Road 
has  proved  a  business  success  without  having  a  single  navigable  stream 
tributary  to  it,  between  Sacramento  and  Omaha — 1775  miles. 

13.  The  mining  interest  of  Montana,  Idaho  and  Washington, 
will  at  once  and  permanently  furnish  a  large  share  of  traffic  to  tiie 
Northern  Pacific  Road,  and,  with  cheap  transportation,  and  the  intro- 
duction of  improved  machinery,  this  branch  of  business  will  steadily 
increase.  The  fact,  elsewhere  noticed,  that  the  mines  of  Montana 
have  already  produced  more  than  100  million  dollars,  indicates  the 
richness  of  the  deposits  and  the  permanent  nature  of  this  industry. 
The  shipment  of  supplies  for  the  mining  population,  and  tiie  trans- 
portation of  their  products  eastward,  will,  in  all  probability,  render 
the  mountain  section  of  the  route  more  profitable  to  the  Roatl  tiian 
any  ecpial  extent  of  agricultural  country.  Already  tlie  Union  and 
Central  Pacific  line  derives  a  very  considerable  revenue  from  this 
trade — carrying  the  ores  of  the  precious  metals  from  the  mines  to  t!ie 
smelting  works  at  San  Francisco  and  on  the  Atlantic  seaboard.  As 
many  as  ten  thousaml  tons  of  ores,  assaying  from  $200  to  $1200  per 
ton,  have  passed  over  the  Central  and  Union  Pacific  Roads  monthly. 
The  well-known  richness  and  extent  of  the  mines  adjacent  to  the 
route  of  the  Northern  Pacific  Road  give  assurance  that  it  will  derive 
as  great  a  traffic  as  the  Union-Central  from  this  source. 

14.  Too  much  importance  is  not  attaclied  to  the  matter  of 
through  business  between  the  ports  of  Asia  and  our  Atlantic  Coast, 
experience  having  shown  that  Local  Traffic  must  always  be  the  main 
reliance  of  all  great  thoroughfares.  But,  whatever  shall  be  the  future 
volume  of  the  Asiatic  trade  by  rail  across  this  continent — and  it  will 
unquestionably  be  large — the  Northern  Pacific  Road  is  sure  of  its  fiill 
share.  Its  advantages  in  this  regard  are  as  conspicuous  as  in  others. 
It  spans  the  continent  from  the  great  Lakes  to  the  Pacific;  by  a  line  600 
miles  shorter  than  the  present  finislied  road;  and,  owing  to  the  less 
distance  and  the  prevailing  winds  and  currents  of  the  Pacifii:  Ocean, 
the  sailing  time  between  Puget  Sound  and  tlie  ports  of  China  is  claimed 
by  navigators  to  be  four  to  seven  days  less  than  between  San  Francisco 
and  China.  The  Northern  Pacific  Railroad  is  in  tlie  direct  line  of  the 
"  highway  of  nations."  Puget  Sound  has  the  only  considerable  coal 
deposit  on  the  Pacific  coast,  and  furnishes  to  San  Francisco,  Soo  miles 
south,  the  coal  which  propels  her  C^hina  steamers,  'i'his  enormous 
advantage  in  tlie  matter  of  fuel  for  the  steam  marine  of  the  Pacific 
ocean  must  influence  commerce. 


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CHARTER  AND  GENERAL  MORTGAGE. 


i 


THE  leading  i)rovisions  of  the  Cliartcr  of  the  Northern  Pacific 
\   Iroatl  (A)inpany,  in  addition  to  tlioi^e  mentioned  on  page  5 
of  thi.>  pa.hphiet,  are  the  ftillowing: 

THE  CHARTER. 

I.  As  often  as  25  conjccuiivc  miles  o(  tlic  Road  arc  completed,  "in  a  good, 
substantial,  wuikmanlike  manner,"  such  fmishcil  portion  is  to  be  examined  and 
approved  by  three  Commissioners,  appointed  by  the  President  of  the  United  States, 
and  thereupon  patents  are  lo  be  issued  Iransfcrrini;  and  tonfirming  to  the  Railroad 
Company  the  lands  of  the  grant  eorresponiling  lo,  anil  conterminous  with,  such  com- 
pleted section,  liy  the  operation  of  the  Charter  and  the  General  Mortgage,  such 
Government  jiatcnls  vest  a  perfect  title  to  the  lands  of  the  Grant  in  the  Railroad 
Company,  and  the  First  Mortgage  Trustees,  who  represent  the  liolders  of  the  first 
mortgage  bonds.  The  Road  is  lo  be,  in  all  regards,  first-class;  ihc  rails  are  to  be  made 
from  American  ii-on  an<l  American  ore;  and  the  Company  is  jirohibited  from  charging 
the  United  Stales  higher  rates  f  )r  tran>porlation  than  are  charged  to  individuals. 

II.  Tile  Government  is  to  cauhc  to  be  surveyed  the  lands  for  forty  miles  in  width, 
on  both  sides  of  the  line  of  the  Road,  as  fast  as  this  shall  be  rendered  necessary  by  the 
construction  of  the  track.  On  the  Company's  filing  a  map  of  its  inten<led  route  through 
any  Stale  or  Territory,  the  lands  embraced  in  the  Grant  are  to  be  withdrawn  from 
market,  and  thereafter  will  not  be  liable  to  sale,  entry,  or  pre-emption;  and  the  a/Ur- 
itatc  sections  belonging  to  the  Government  can  be  disposed  of  to  actual  settlers  only, 
either  as  free  homesteads  under  the  Homestead  Act,  or  by  ])re-emiilion  at  $2.50  per 
acre.  The  usual  authority  is  given  the  Company  to  approin'i.ate  a  right  of  way  through 
private  lands  by  compensating  owners  therefor. 

III.  The  charter  provides  that  at  least  25  miles  of  that  portion  of  the  Rtad 
between  Portland  (Oregon)  and  Puget  Sound,  shall  be  completed  by  January  I,  1872, 
and  at  least  .(^o  miles  each  year  thereafter,  until  the  entire  Road,  from  I.ake  Superior 
to  Puget  Sound,  shall  be  completed — in  1S7S. 

IV.  The  charter  (as  amended  by  Act  of  Congress  approved  May  31st,  1S70) 
expressly  aiuhorizes  and  eni[iowers  the  Northern  Pacific  Railroad  Comp.uiy  to  issue 
its  bonds  to  aid  in  the  construction  and  equipment  of  its  Road,  and  to  scenic  such 
bonds  by  mortgage  on  its  property  of  all  kinds  and  descriptions,  real,  personal,  and 
mixed,  including  its  franchise  as  a  corporation.  It  is,  also,  provided  that,  as  proof 
and  notice  of  its  legal  execution  and  cfleclual  delivery,  said  Mt)rtgage  shall  be  filed 
and  recorded  in  the  office  of  the  Secretary  of  the  Interior.  \^Xi>te,  The  Mortg.ige 
h-as  been  thus  filed  and  recorded.]  The  matter  of  the  title  to  Indian  lands,  if  any, 
embraced  within  the  Grant,  is  to  be  adjusted  by  the  Government. 

THE  MORTGAGE. 

The  General  Mortgage,  authorized  by  the  charter,  and  executed  by  the  Northern 
Pacific  Railroad  Company,  for  the  security  of  the  holders  of  its  First  Mortgage  Bonds, 


CIIARTF.R  AXD  CEXF.RAI.  MORTGAGE. 


43 


'#i 


is  dated  July  l,  1S70.     It  is  diawn  witli  tlic  utmost  care,  and  ever)'  provision  has 
been  embraced  in  it  Nvhich  could  reasonably  add  to  tlic  security  of  the  bondholder. 

I.  It  conveys  to  two  trustees,  Messrs.  Jay  Cooke  and  J.  Edgar  Thompson,  all 
the  property  and  rights  of  projierty  of  the  Northern  Pacific  Railro.id  Company, 
including:  I,  Tlic  Road-bed  and  track,  as  fast  as  constructed,  of  the  trunk  line  and 
chartered  branch;  2.  All  rolling-stock  and  other  cquipnienls,  all  engine  houses, 
machine  .shops,  depots,  water  stations,  and  other  buildings ;  3.  The  entire  Land 
Grant  of  the  Road,  as  fast  as  it  accrues  to  the  Company,  consisting,  as  elsewhere 
stated,  of  i2,Soo  acres  per  mile  through  the  States,  and  25,600  througli  the  Terri- 
tories ;  4.  All  chartered  rights,  franchises  and  privileges  of  the  Northern  ratilic 
Railroad. 

II.  The  Mortgage  provides  that  all  the  property  named  above,  and  all  moneys 
arising  from  tlie  sale  of  the  same,  shall  be  held  by  the  Trustees  as  security,  an.l 
pledged  to  the  p.ayment  of  the  Company's  First  Mortgage  Bonds,  princijial  and  in- 
terest, as  they  shall  become  due,  and  shall  be  prom]itly  applied  to  that  purpose  by 
the  Trustees,  in  case  of  any  default  by  the  Railroad  Company. 

III.  The  Railroad  Company  shall  have  the  right  at  r.ll  times  to  contract  for  the 
sale  of  jiortions  of  the  lands  of  the  Crant,  at  prices  to  be  ajjproved  by  tlic  Trustees, 
(but  at  not  less  than  ^52. 50  per  acre,  during  the  construction  of  the  Road;)  and  the 
proceeds  of  all  sales  of  lands,  whether  in  cash,  bonds,  or  other  securities,  shall  be 
deposited  with  the  Trustees,  and,  upon  the  payment  to  the  Trustees,  of  the  proceeds 
of  such  sale,  or  sales,  the  Trustees  shall  and  will  make  a  full  and  clear  deed  to  the 
purchaser  of  the  lauds  thus  paid  for.  Such  deed  from  the  '\x\\~X<x.-^  releases  the  laud 
thus  sold  from  the  operations  of  the  General  Mortgage.  The  First  Mortgage  IJonds 
of  the  Company  are  made  receivable  at  par  and  accrued  interest  in  cash  p.ayment  for 
the  Company's  lands.  By  a  subsequent  arrangement  between  the  Trustees  and  the 
Railroad  Company,  the  bonds  are  made  receivable  on  cash  payment  for  lands  at  tc}i 
per  cent,  premium,  or  1 .  10. 

IV'.  The  Trustees,  who  directly  represent  the  bondholders,  are  required  by  the 
terms  of  the  Mortgage  to  invest  the  proceeds  of  land-sales  in  the  I''ir>t  Mortgage 
Bonds  of  the  Company,  (by  repurchasing  and  canceling  them,)  if  they  can  be  bought 
before  maturity  at  not  more  than  loiiercent.  premium;  otlierwise,  the  Trustees  are 
to  invest  the  proceeds  of  land-sales  in  United  States  Bonds,  or  Real  Estate  Mortgages, 
for  the  further  security  of  Northern  Pacific  bondholders. 

V.  During  the  construction  of  the  Road,  the  interest  on  the  bonds  secured  by 
this  Mortgage  is  to  be  paid  from  the  earnings  of  the  finished  jiortions  of  the  Road,  and 
from  the  general  fund  of  the  Company.  No  portion  of  the  ])roceeds  of  l.and-sales  is 
to  be  devoted  to  the  payment  of  interest,  unless  the  general  treasury  of  the  Company 
shall  lie  fust  cxliau--ted,  in  which  case  tlic  Company  shall,  from  the  first  net  earnings 
of  the  Road,  make  good  the  amount  thus  take  i  from  the  land  fund. 

VI,  In  case  of  the  resignation  or  deat'  of  either  of  the  Trustees,  the  surviving 
Trustee  is  empowered  to  appoint  a  successor;  or,  upon  the  rccjuest  of  the  bond- 
holders, the  appuiutiucnt  may  be  made  by  tlie  courts  in  the  usual  manner. 


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PRACTICABILITY  AND  COST. 


i 


BEFORI'y  the  work  of  construction  began,  and  preliminary  to  the 
arceptanc  e  of  tlie  financial  agency  of  the  ("ompany  by  Messrs. 
Jay  Cooke  iV'  ("o.,  a  careful  rcconnoissance  of  tlie  material  portions 
of  the  route  was  made  by  Mr.  W.  Milnor  Roljerts,  a  civil  engineer  of 
sound  judgment,  long  experience,  and  deserved  eminence  in  his  pro- 
fession. In  cl  -''ng  his  exliaustive  report  of  this  examination  Mr. 
Roberts  used  the  following  language : 

"  In  conclusion,  I  would  stnte  .is  the  result  of  these  explorations  and  investigations, 
after  nuicli  rcllcction,  and  fully  apprcciatinjf  the  responsibility  devolved  upon  me  as 
the  Engineer  selected  by  you  for  the  duty,  that  the  Northern  Pacific  Railroad  route, 
with  the  land  grant  secured  to  the  Company  by  the  Government,  possesses  great 
intrinsic  value,  and  will  be,  as  a  whole,  a  rem.ark.ibly  favorable  line  in  all  miportant 
respects;  a  line  which,  if  judiciously  located,  honestly  constructed,  and  properly 
administered,  will  pay  within  a  few  years  a'fair  dividend  on  its  cost.  I  had  appre- 
hensions that  personal  investigations  might  disclose  material  or  possibly  vital  errors 
in  some  of  the  anticip.itions  induced  by  former  Reports.  The  result,  however,  h.is 
been  in  the  other  direction;  and  1  .am  constrained  by  the  facts  to  present  an  estimate 
of  cost  essentially  lower  than  those  previously  submitted  by  the  able  Chief  Engineer, 
and  I  offer  it  conlidently  as  re.ason.able  and  reliable. 

In  tlie  course  of  his  report,  Mr.  Roberts  stdimitted  the  following 
approximate  estimate  of  cost  of  constructing  and  e<iuii)ping  the  Road, 
an  estimate  which  thus  far  seems  to  require  no  important  modification: 

Gr.ading,  masonry.  Bridging,  track  and  ballast $60,320,000 

Siding,  etc., 4,200,000 

Contingencies,  including  superintendence  and  engineering,     ....  5,000,000 

Telegraph  line 600,000 

Buildings, 2,^12,000 

Rolling  stock 3.615,000 

liranch  road 1,200,000 

E.xtra  works,  etc 800,000 

;fl78,047,ooo 
Interest  on  bonds  over  receipts  during  construction, 7,230,000 

Total $85,277,000 

This  gives  an  average  of  $42,638  per  mile. 

ALTITUDES. 

The  height  of  the  country  upon  which  the  line  is  traced,  and 
upon  which  the  above  estimate  of  cost  is  based,  may  be  approximately 
stated  thus,  beginning  at  Lake  Superior  and  going  westward : 


rRACTICABILlTY  ./.\/)  COST.  45 

Miles.  Average  height  above  the  Sea. 

To  Dakota  valley 300  1200  feci 

YL-Uowstone  river 300  2200    " 

Along  Yellowstone, 400  2600    " 

I'lathead  valley 300  3500    " 

Lewis  or  Snake  river 200  3000    " 

I'mjet  Sound, 500                            400    " 

L.  Superior  to  I'uget  Sound  via  Columbia  Rive  2000 
[Uireet  line, iSoo 

Compare  this  with  the  profiles  of  the  finished  line  of  the  Union 
and  Central  Pacifie  Roads.  Properly  the  comparison  should  be  made 
from  Chicago — the  eastern  terminus  on  Lake  Michigan,  of  the  Omaha 
line.     There  are  on  that  route,  approximately,  as  follows: 

From  Chicago.  Miles.             Average  height  above  the  Sea. 

To  Omaha 500  1 000  feel. 

Near  Cheyeinic 516  3300    " 

Cooper's, 87  7300    " 

Tromonlory  Point, 4S2  6200    " 

Humboldt, 406  475°    " 

Reno 130  4000    " 

Auburn 45  4400    " 

Saeramento, 39  300    " 

San  Francisco 135                             50    " 

Chicago  to  San  Francisco 2410 

On  the  Union  Pacific  and  Central  Pacific  lines,  between  Omaha 
and  Sacramento,  a  distance  of  1775  miles,  there  are  four  main  sum- 
mits; Sherman  Summit,  on  the  Black  hills,  about  550  miles  from 
Omaha,  8235  feet  above  the  sea;  one  on  the  Ro(  ky  Mountains,  at 
Aspen  summit,  about  935  miles  from  Omaha,  7463  feet;  one  at  Himi- 
boldt  mountain,  about  1245  miles  from  Omaha,  6076;  and  another  on 
the  Sierra  Nevada  (only  105  miles  from  the  western  terminus  at  Sacra- 
mento), 7062;  whilst  from  a  point  west  of  Cheyenne  to  Wasatch,  a 
continuous  length  of  450  miles,  every  portion  of  the  road  is  more  than 
6000  feet  above  the  sea;  being  from  500  to  1000  feet,  on  this  long  dis- 
tance, higher  than  the  highest  summit  o\\  the  Northern  Pacific  Railroad 
route  the  average  elevation  is  under  3000  feet,  or  3000  feet  less  than 
on  the  Union  and  Central  line.  The  highest  summit  on  the  Northern 
Pacific  line  is  about  two  thousand  seven  hundred  feet  lower  than  tlie 
Sherman  summit  on  the  Union  Pacific  line. 

SNOW. 

The  Snow-fall  is  lighter  along  the  route  of  the  Northern  Pacific 
Railroad  than  along  the  Union  and  Central,  and  the  experience  of  the 
past  two  winters — the  severest  known  for  many  years — has  demon- 
strated that  with  ordinary  precaution  no  more  difficulty  will  be  ex- 
perienced from  this  source  on  the  Northern  Pacific  Road  than  on  the 


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46 


7///;  .\(>a-/v//:a:v  jwciiic  rmlkoad. 


roads  of  the  Eastern  and  Mi, ML-  States.  The  operation  of  the  Min- 
nesota Division  of  tlie  Road,  on  wliii  ii  the  snow-fall  is  greater  than 
on  any  otlitr  i)oition  of  the  route,  has  settled  this  point  beyond  qnes- 
lion.  lie-iides,  the  fac  I  that  the  L'nion  and  Central  Pacifie  Companies 
have  been  entirely  successful  in  protecting  their  roads  from  serious 
snow  obstructions  the  past  winter,  even  along  the  most  elevated  and 
c;  posed  portions,  places  it  beyond  doubt  that  the  Northern  Pacific 
R(j;ul,  with  its  valley  route,  low  altitude,  sheltered  position  and  light 
snow-fall,  will  be  uninterupted. 


LAND  AND  Sl-TTLEMENT. 


w 


rrU  the  advantages  of  cb'mate,  soil,  and  commercial  position 
possessed  by  the  New  Northwest,  the  mere  building  of  the 
Northern  Pacific  Railroad  would  suffice  ultimately  to  people  the 
country  along  its  line.  Already  the  tide  of  emigration  and  settle- 
ment, having  rea'hed  the  western  limit  of  desirable  public  lands  in 
more  central  and  southern  latitudes,  tends  strongly  toward  the  north- 
western belt  now  rendered  accessible  by  the  construction  of  the 
Northern  Pacific  Railroad.  This  is  suffu  iently  shown  by  the  com- 
l)arative  growth  in  population  during  the  last  ten  years  of  the 
several  States  west  of  the  Mississippi  river. 

In  carrying  out  its  general  plan  for  promoting  and  hastening  the 
settlement  and  cultivation  of  the  country  adjoining  its  Road,  the 
Northern  Pacific  Railroad  Company  has  organized  its  Land  and  Emi- 
gration Department  on  an  adequate  scale.  Agencies  are  established 
in  the  older  States  of  the  Union  and  in  Europe,  through  which  trust- 
worthy information  is  diffused,  and  every  reasonable  facility  furnished 
to  intending  emigrants,  equally  whether  they  wish  to  locate  on  free 
Ciovernment  homesteads  or  purchase  railroad  lands,  or  both.  Some 
two  million  acres  of  the  Company's  lands,  partly  in  Minnesota  and 
jiartly  in  Washington  Territory,  have  been  surveyed,  examined,  ap- 
praised and  placed  in  the  market,  and  their  sale  and  settlement  are 
progressing  satisfactorily. 

Besides  aiding  the  individual  settler  as  far  as  possible  the  Com- 
pany encourages  emigration  by  organized  colonies  or  groups  of 
families,  so  that  neighbors  in  the  old  home  may  be  neighbors  in  the 
new ;  so  that  friends  may  settle  near  each  other,  form  communities, 
establish  schools  and  churches,  and,  in  brief,  avoid  most  of  the  hard- 
ships which  are  usually  supposed  to  attend  pioneer  life.  The  Com- 
pany endeavors  to  promote  the  best  interests  of  settlers  en  route  by 


Tin:  wni.AT  iiEi.n  or  America. 


47 


sccnrinj;  for  tlu'm  transportation  at  rcdiucd  rates,  and  liy  seeing  to  it 
that  tliL'ir  accomniodaticjus  on  sliipsand  cars  arc  <  uniri)rtal)Ic,  and  tiuit 
tlvjyarc  protected  against  frand  and  almsc.  'riu),,e  who  imn  iiasc  l:ind 
from  tiic  Coin[)any  are,  to^anher  with  tiieir  wives  and  <  iiihhvn,  carried 
free  over  tiie  Northern  Pacific  Road,  v.iien  going  to  settle  tiiereon  ; 
and  all  settlers,  whether  on  Government  homesteads  or  Company 
lands,  have  the  free  use  of  comfortable  Reception  I  louses,  furnished 
with  beds  and  cooking  convenicMK  es,  as  a  tcmiiorary  iioinc  for  their 
families  while  engaged  in  selecting  farms  and  preparing  shelter  of 
their  own. 

Practically  the  Railroad  Company  owns  oncdialf  the  land  within 
the  limits  of  its  grant,  whi(  h  it  sells  at  fair  prices,  and  from  the  ollur 
half  it  offers  (under  the  United  Slates  Iluiuestead  \*.X)  free  farms  to 
all  who  will  come  and  occupy  them. 


THE  WHEAT  FHiLD  OF  AMERICA. 


THE  Company  is  now  selling  its  lands  in  central  and  western 
Minnesota,  and  calls  the  attention  of  intending  settlers  to  the 
advantages  of  the  region  named  and  to  the  fat  ilities  offered  by  the 
Company, 

1.  Transportation  at  reduced  rates  is  \\\.  lied  for  all  settlers, 
from  principal  ]Joints  east,  and  purchasers  of  rdinoad  lands  are,  with 
their  wives  and  children,  carried  free  over  the  Northern  Pacific  Road 
in  Minnesota,  when  going  to  settle  on  the  lands. 

2.  Reception  Houses,  described  above,  and  capable  of  accomo- 
dating three  hundred  persons  each  at  one  time,  are  prepared  at  Duluth, 
Brainerd  and  Glyndon  for  the  free  use  of  settlers  and  their  families 
from  the  time  they  leave  the  cars  till  they  have  selected  their  future 
home,  allowing  them  reasonable  time  in  which  to  make  the  selection. 

3.  The  terms  of  purchase  are  as  follows:  Price  of  land  near  to 
the  track  and  stations  g.)..oo  to  $8. 00  per  acre;  further  away  $2.00  to 
JS.j.oo;  Seven  years  credit,  with  yearly  payments  of  principal  and  in- 
terest, will  be  given  when  desired.  On  cash  payments  for  land  the 
Company  receives  its  own  first  mortgage  7-30  gold  bonds  at  ten  per 
cent,  premium  (i.io).     Warrantee  deeds  are  given. 

4.  Free  Homestead  and  Pre-emption  lands  of  excellent  quality, 
and  open  to  all  actual  and  intending  citizens,  are  abundant  near  the 
railroad — as  half  the  land  within  the  limits  of  the  grant  belong  to  the 
government. 


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'/■///•;  AVVv' ////■.  A'.\'  I'ACII  IC  RAILROAD. 


5.  Soldiers  and  Sailors,  who  arc  cntitlccl  to  160  acres  free  ncnr 
till'  Kailroad  by  one  and  two  years  cultivation,  may  select  homesteads 
liiron^ji  an  agent  and  then  liave  six  months  time  before  moving  npon 
tile  lanil. 

6.  Colonics.  Families  wishing  to  emigrate  anrl  settle  in  groups, 
colonies,  or  ( oniniunities  will  receive  special  encouragement  from  the 
Railroad  C'ompany  on  application.  Those  desiring  to  jijin  tlesirable 
colonies  already  ])lanted  along  the  line  of  the  Road  may  address: 
Red  RiTer  Colony,  at  (llyndon,  Minn.  (;r  New  /uii:;lunil  Colony,  at 
Detroit  C'it\-,  Minn. 

I'ull  information,  maps,  ])amphlets,  etc.  may  l)e  ob'  jd  by 
applying  to  or  addressing  the  Land  hr.i'AKrMFN r  of  tlv  diern 

Pacific  Railroad  Company  at  either  of  the  following  places: 

Ci-NI.RAL  OFKicr:,  23  l'"ifili  ,\venue,  New  York. 

Oii'iCF,  OF  MiNNKsoTA  District,  St.  Paul,  MinncsciUi. 

OlFICEOF  I'ACIFIC  DlSTKlCr,  Kal.llu.l,  \V:l~.Iiiiiy|()n  Tcr. 

Oil  ICE  OF  EuKoi'EAN  Aoi  Ncv,       34  Xcw  Riiilge  St.,  Ulackfiinrs,  London, Eng. 


WH  BAT-RAISING  FOR  PROFIT. 


7'^IIE  Lands  of  the  Northern  Pacific  Railroad  Company  in  Western 
Minnesota  and  Eastern  Dakota  furni.sh  the  best  possible  field 
for  the  application  of  capital,  machinery  and  thorough  business  man- 
agement to  the  production  of  grain  on  a  large  scale.  The  marked 
advantages  of  this  section  for  the  purpose  named  are  the  following: 

1.  The  l.ituls  arc  new  .and  exceedingly  productive — yieUling  crop.s  of  wheat 
nearly  douhlc  the  average  of  Ohio  and  Illinois. 

2.  The  lands  can  be  obtained  from  the  K-^droad  Company  at  low  jirices  and  on 
long  credit.  In  Illinois,  wheat  farms  adjacent  to  railroads  are  worth  $25  to  ^80  per 
acre,  and  in  Iowa  ?20  to  $40,  In  western  Minnesota  wheat  lands  of  much  greater 
fertility,  directly  on  the  line  of  the  railroad,  can  now  be  bought  for  $4  to  $•]  per  acre. 
Thus  the  capital  to  be  invested  and  "tied  up"'  in /rf«^/by  the  grain-grower  of  western 
Minnesota  is  a  mere  fraction  of  the  amount  required  in  Illinois  or  Iowa;  the  annual 
interest  account  is  proportionately  reduced,  and  the  yearly  profits  correspondingly 
increased. 

3.  Tlie  quality  of  the  grain  grown  in  this  portion  of  Minnesota  is  very  superior 
and  commands  a  corresponding  price  in  Eastern  markets.  This  difference  between 
the  market  value  of  choice  Minnesota  wheat  .ind  the  average  western  product  is  often 
sufficient  to  pay  the  cost  of  transportiug  the  Minnesota  grain  from  the  farm  to  the 
Lake  port. 

4.  This  location  in  western-central  Minnesota  lias  the  veiy  unusi;.-il  advantage 
of  cinnbining  c/icaj>  lands  with  nearness  io  market.     The  profits  of  grain-growing 


It  ///-..I /h-.usjxt;  j('A-  I'Koiir. 


49 


(li'pt'iul  so  hugely  i)n  ilic  Cost  of  cariyiii;;  'lu;  iro])  to  niaikct  tliat  llic  (list.incc  from 
lake  or  sca-porls  bccoiiu's  a  vital  iiui.-.iioii.  WlicMt  dclivcrcJ  in  Duluth,  at  the 
head  of  l.aki-  SiipiTioi,  is  )>rrii'tii:aliy  as  near  tlic  K.istcrn  inaikut  hy  tlii'ap  watcr- 
cania^jt;  a^  \\  liiMi  (iciiviicd  al  ('hiLa!.;o  or  Mihs  .uiKcc,  ami  tlic  price  at  Duiiiili  will 
naturally  lie  about  the  same  as  at  tin?  otlicr  points  nanu'd.  liut  while  the  wheat  lands 
of  westfrnci'ntral  Miinicsoia  are  only  l6o  to  250  miles  from  the  Lake  l)y  the  Northern 
I'.iL'ilic  Railroad,  the  wheat  lands  of  central  and  southern  Illionois  are  2cx)  to  350 
miles  from  ('hieaL;o — the  nearest  Lake  ])ort — the  wheat  lands  of  Iowa  are  240  to  540 
miles  from  Chieaj;o,  and  tliuse  of  Nebraska  and  Kansas  500  to  800  milts  frt)m 
Chicajjo  or  Milwaukee. 

n  5  eeiUs  per  Inislul  per  hundred  miles  be  assumed  as  a  fair  price  for  transport- 
injj  wheat  by  r.iil  from  lliu  point  where  iiwn  to  the  Lake  jKnl,  the  (jreal  advantage 
possessed  by  the  lands  of  western  Minnesota  over  those  more  distant  from  water- 
carria,L;e  becomes  i)lain.  Whether  the  jjroduccr  is  to  jiay  10  cents  or  30  cents  per 
bushel  for  carrying  his  j^rain  to  market  will  usually  settle  the  (piestion  whether  he 
is  to  make  or  lose  on  his  year's  crop. 

(IrowiuLj  wheat  on  a  lar^^f  sc.de  in  Minnesota  is  not  an  untried  experiment.  It 
has  been  fully  tested  throui.;h  a  series  of  years,  ami  the  results  have  been  most  satis- 
factory. It  is  believed  that  few  k\L,'ilimate  business  pursuits  jiresent  so  j,'ood  oppor- 
tunities for  ihe  safe  anil  certainly  lucrative  investment  of  money  and  brains. 

Mr.  (  iliver  Dalryinple,  u  ho  for  seven  years  has  carried  on  a  grain  farm  of  2,000 
acres,  eleven  miles  from  St.  I'.iul,  furnishes  from  his  books  the  followin;^  futures  re- 
specting his  crop  of  wheat  for  1S72  : 


EXPENSES. 

Fall  plowiuij  of  2.000  acres  (n    S2.00,  . 
Seed  Wheat,  I  'i  Inish.  per  acre  (.n   Sl.oo 
Sowin^j  and  Ilarrowini;,  75  els.  ]ier  acre, 
Cultinj.;,  bindint;  ami  shocking,  5.J-50  per  acre, 
Hauling,  tlneshing,  iVc,  .Sj. 00,     . 

Tot.d  e.\])eiisc  of  crop,  {S9.75  [icr  acre,) 


J4000 
3000 
1500 
5000 
6000 


S29.500 


ilpowa>:.         ., 

h{hiii)i„i  fX 


Iowa  1 


Mt.Mi.liooV 
b  WliUl 


I  •/"All 
/tiller^      Fi}^rmctl 

Praineiur.  /w»«hi| 
llo 


X 


t.r. 


1  DrouSiiee  I 


RECEIPTS. 

44,000  bushels  of  Wheat,  being  an  average  yield  of  22  bushels 

per  acre,  sold  at  Si. 05   Jier  bushel,        ....        $46,200 
Deduct  expense  of  crop,  59.75  per  acre,      ....  19,500 


Receipls  over  expenses  $13.50  per  acre, 


$30,700 


The  cost  of  Mr.  Dalrymple's  land  in  1864  was  $8.90  per  acre.  Its  value  in  1872 
was  540  per  acre.  I)uring  the  seven  years  there  was  not  one  failure  of  crop,  and 
during  the  same  jieriod  the  net  profits  averaged  $10  per  acre.  Mr.  Dalrym]ile's 
wheat  has  to  be  shipped  by  rail  400  miles  to  Milwaukee  or  155  to  Duluth — which 
gives  his  location  no  important  advantage  in  the  matter  of  transportation  over  v/est- 
ern  Minnesota. 


«'"#/<  /?,/„„> 


il'-OHJla  mil 


•«WA^«we«»H 


« 


TO  IXVliSTOKS. 


Eanrin(;  IIolse  or  Jav  Cookh  &  Co., 
Phihiiielphia,  1S73. 

THE  Northern  Pacific  Railroad  C'oinpany,  througli  its  iMiiancial 
Agents,  is  new  selling  its  First  Alortgage  7-30  Gold  Bonds, 
for  the  purpose  of  completing  the  construition  and  equipment  of  its 
line  of  Road.  After  tlio 'ough  investigation  we  recommend  these 
securities  as  a  profitable  anil  safe  investment.  The  Bonds  have  the 
following 

LEADING  FEATURES: 

1.  The  issue  is  limited  to  $50,000  per  mile  of  road. 

2.  The  Principal  and  Interest  are  payable  in  Gold — the  prin- 
cipal in  thirty  years  from  1X70,  and  the  interest  (at  the  lianking 
House  of  Jay  Cooke  cV'  Co.,  New  York,)  semi-annually,  first  of 
January  ami  July. 

3.  The  rate  of  Interest  is  seven  and  three-tenths  per  cent,  per 
annum — equal,  at  the  present  gold  premium,  to  about  8J^  per  cent, 
in  legal  tender  current  y  ;  thus  yielding  an  income  more  than  one- 
third  greater  than  U.  S.  5-20's. 

4.  The  Ponds  are  excnqjt  from  United  States  tax  to  the  holder, 
and  are  issued  of  the  following  denominations:  Coupons,  $100,  $500 
and  $1000;  Registered,  $100,  $500,  $1000,  $5000  and  $10,000. 

5.  The  semi-annual  interest  on  the  Kc'^istercd  Bonds  is  paid  by 
gold  checks,  sent  rci^tilarly  by  mail  to  the  post-office  address  of  the 
holder.  Permanent  investors  are  advised  to  purchase  the  Registered 
Bonds,  both  as  a  protection  against  loss,  theft  and  fire,  and  for  the 
greater  convenience  in  collecting  the  interest.  The  Registered  Bonds 
can  be  at  any  time  exchanged  for  Coupon,  and  the  Coupon  for  Regis- 
tered, without  expense  to  the  owner. 


SECUF^ITY. 

Northern  Pacific  Seven-Thirties  combine  the  characteristics  of  an 
ordinary  Railroad  Bond  with  those  of  a  R.eal  Estate  Mortgage,  and 
have  the  following  elements  of  strength  and  safety: 

I.  They  are  the  obligation  oi  a  strong  Corporation. 

II.  They  are  a  First  Mortgage  on  the  Road,  its  Right  of  Way, 
Rolling  Sto(  k,  Telegraph  Line,  Equipments  and  Franchises. 


TO  I.WESIORS. 


5' 


III.  'I'hcy  arc  a  First  Lien  upon  tlie  Traffic  or  Nrt  Earnings 
of  the  Road.  Tiio  gross  earnings  of  the  Union  and  Central  Pa(  ific 
Railroad  for  1S72  were  8-1,500,000. 

IV.  They  are  a  First  and  Only  Mortgage  on  a  rioverninent 
Grant  of  Land  \vhi(  h  consists  of  12,800  Acres  for  each  mile  of  road 
through  the  States  of  Wisconsin  and  Minnesota,  and  25,600  Acres 
per  mile  througli  the  Territories  of  Dakota,  Montana,  Idaho  and 
Washington.  Tliis  gives  an  average  of  about  23,000  Acres  per  mile 
for  the  entire  lengtli  of  th.e  Road  and  I'raiK  h.  in  average  fertilil}' 
of  soil,  healtlifulness  ai.id  mildness  of  climate,  diversity  and  extent 
of  resources,  tiie  belt  of  < oimtry  comprising  this  grant  is  such  as  to 
rciulcr  the  lands  very  valuable  and  insure  their  sale  and  cultivation. 

SINKING  FUND. 

The  jiroceeds  of  all  Sales  of  Land  are  required  to  be  devoted  by 
the  Tnwtccs  of  the  15ondhoklers,  as  a  Sinking  Fund,  to  the  pun  base 
and  cancellation  of  the  C"om})au\  's  First  Mortgage  bonds,  or  tempo- 
rarily to  the  payment  of  interest  thereon,  if  nei  essary;  and  the  lionds 
are  at  all  times  receivable,  at  Ten  Per  Cent.  abo\e  jjar,  (!.io)  in 
cash  payment  for  the  Company's  lands  at  market  prices.  The  Com- 
pany has  already  begun  the  sale  of  its  Lands.  Tiie  average  i)rice  thus 
far  realized  for  lands  sold  is  $5.66  per  acre,  wh.ich  is  at  tlie  rate  of 
more  than  $100,000  per  mile  of  Road  for  the  wiiole  giaiu. 

KXCIIANGIIS. 

Those  who  wish  to  i^EixvK.r  coupons  or  dividends,  and  those 
who  M'ish  to  iNCREASK  TiiiMR  iNco.ME  IVoiii  means  already  invested  in 
other  less  profitable  .sei  urities,  will  do  well  to  (.■xaniine  th.e  merits  of 
Northern  Paeifie  Seven-Thirties.  L'niled  States  Securities  and  all 
marketable  State,  Liical  and  Railroad  ])onds  and  Stocks  are  received 
in  exchange  at  their  highe.>t  current  quotations. 


T.  SirertlEKD 


iri. 


i_^oeui 


P«nd 


FarmJ 


'-h 


cola 


tlmlla  Ofc.< 

''°  OrneMerJ 


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Itonwuail 


Mt.Idat 


■*»r. 
mbfM 


lioc 
J  Juhil 


/WHShJ 

JoGoH 


tliti 


huv, 


JAY  COOKE  &  CO., 


PHILADKll'IIIA.    XkW    \'okK.    AM)   A\'\SHIXGTOX, 

linaiuial  .Incuts   Xoiilnin   J'dcijlc    A'lii/rotu/  (\k 

Bond.':  for  sa'r  i'V   A',r/!/:.s-  an  J  Juiukiis  i^,'i!C)\i/h-. 


■ 

I     ^ 

'at°l  o'^i'tri 


{South  Mitt 


,*"«*   ci 
olcouHa  Mill 


COMMHRCIAL  POSITION  AND  CONNECTIONS. 


; 


Pugct  Sound,  a  (le^'p  and  land-locked  arm  of  tlie  sea,  ahouudini;  with  natural 
harbors,  indents  tiio  western  coast  of  tlie  continent  in  Washington  'lerritury  nearly 
200  miles — carryiiiu;  tin;  naviijation  of  tiio  J'acilic  ocean  that  far  inland  and  east- 
waril.  On  the  other  hand,  Lake  Superior  extends  the  navigation  of  the  Atlantic 
ocean,  the  St.  Lawrence  and  the  Lake  chain,  some  300  miles  further  west  than 
Lake  Michigan.  Tiie  Xorlhern  I'acilic  Railroad  will  span  the  continent,  and  unite 
these  o])posite  indentations  or  water-ways,  by  the  shortest  ]iossil)le  line.  The  har- 
bors of  I'uj^et  Sound  are  already  the  cenlro  of  a  rapidly  };r(jwing  commerce  with 
nearly  all  parts  of  the  world;  and  the  sailing  distance  between  these  harbors  and 
the  ]iorts  (if  Asia,  is  claimed  by  experienced  navigators  to  be  materially  less  than 
between  San  I'Vancisco  and  Asia,  At  Portland,  Oregon,  the  Northern  Pacific  will 
ci5nnect  with  the  coast  lines  of  road  extending  to  California,  with  the  steamboat  lines 
of  the  Columbia  Ri\er,  and  the  coastwise  trade  of  the  sea. 

( >u  the  east,  improvements  now  making  and  projected  in  the  canals  uniting  the 
Lakes  and  the  St.  Lawrence,  will  enalile  ship*  to  sail  directly  between  Liverpool 
and  the  head  of  Lake  Su]>erior,  the  eastern  terminus  of  the  Northern  I'acihc  Rail- 
road. The  sailing  distance  to  ]?uffalo  and  the  St.  Lawrence,  is  substantially  the 
s.ime  from  Uuluth  as  from  Chicago — the  actual  diflerence  in  distance  being  less 
than  50  miles. 

At  St.  Paul  and  Minneapolis,  the  Northern  I'acific  Railroad  system  connects 
with  the  navigation  of  the  Mi^si.-sippi  River,  with  the  various  lines  of  railroad 
exten<ling  through  Chicago,  to  the  Atlaraic  C\)asl,  and  with  the  general  railroad 
system  of  the  United  States.  At  tlie  Saidt  Ste.  Marie,  on  the  completion  of  jjrojected 
lines  eastward  along  the  south  shore  of  Lake  Superior,  the  Road  will  unite  with  the 
Canadian  system  of  railways,  thus  forming  a  direct  and  short  all-rail  route  from 
^klntreal,  INirtland  and  Boston,  to  the  I'acific  Ocean. 

At  Si.  Vincent,  on  tlie  northern  lioundary  of  Minnesota,  the  Northern  Pacific 
Railroad  will  connect  (over  the  St.  Paul  iV  Pacilic)  with  the  Canadian  Pacific  Road, 
whicli  is  propo>ed  to  be  constructed  under  tiie  auspices  of  the  l)ominit)n  Ciovern- 
ment,  and  the  general  route  of  which  lies  some  250  miles  north  of  the  line  of  the 
Northern  Pacific  Road.*  Tiii-^  connection  will  give  the  Canatlian  Pacific  direct  rail 
transportation  for  passengers,  freight  and  construction  material,  to  and  from  Lake  Su- 
perior, and  immediate  access  to  the  railroad  systems  of  the  United  States  and  Canada. 

As  mentioned  elsewhere,  the  numerous  navigalile  rivers  which  intersect  the 
route  of  the  Norlliern  Pacific  Roail,  render  tril)Ut,uy  to  it  the  trade  of  a.  much  larger 
area  of  country  tii.m  could  otherwise  be  reached  by  it.  Lateral  branch  lines  of 
road,  several  of  which  are  already  prt)iected,  will  doubtless  also  bo  built  iiy  corpo- 
rate and  local  enterprise,  as  rapiilly  as  the  needs  of  the  contiguous  country  re(|uire. 

In  brief,  it  may  be  said  that  the  Northern  Pacific  Railroad  system,  besides  being 
entire  and  practically  independent  in  itself,  will,  from  the  day  of  its  completion, 
enjoy  such  favorable  connections  with  the  lines  of  water  and  land  transit  at  both 
termini,  and  to  the  luuth  and  south  of  its  route,  as  to  make  it  a  necessity  to  com- 
merce, and  |)lace  its  succe--s  iicNoiid  question. 


V 


I 


^ 


K, 


*  The  fact  th.it  tlio  C'.mii'Ii.iii  (.iovernnnMU  and  poi>plc  h.ive  decided  to  build  a  railroad  across  the 
continent  in  Itritish  terrtiory,  near  the  s-mI  parallel  ot'  latitude,  ;>iut  2^0  lo  jcju  miles  north  iif  the 
Northern  Pacific  Koad,  would  he  strong  practical  proof,  it' further  proof  were  needed,  of  a  buHicientiy 
fa\oral)le  Lliiuatc  alon^;  tlie  route  of  the  latter  road. 


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New  and  Correct  Map 

Of  the  Lines  of  the 

NORTHERN  PACIFIC 


SeliuTT 


RAILROAD 

—  ANIl- 


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FROM  WASMiHCTON 


OREGON  RY.  A  NAVIGATION  CO. 


Depository  of  Emigration. Literature, 


PACIFIC 

COTTITTRT. 


LANDS. 


MINES. 


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THIS    GRl 
approac;! 
tiina,  Idaho,  W 
rtiuto  from  tlu 
wheut,  cattle 
Continent.    Tl 
les3  jjiazing  rai 
Pacific  Railroa 
other  country 
found  wliicli  a 
ering  rocks,  of 
Upper  IMisbOuri 
and  Canons  of 
tlieirfcatun'sof 
b}'  anything  km 
ui)on  tile  lino  ot 
alfords  jiond  uku 
at  the  West  iu  tl 
Idaho. 

The  Northern 
Land  for  sale  a( 
wheat  farm  and  i 

For  I.«ii(t  Peekcis  and  Colonic td  rntoB  of 
fnro  and  freiiilil,  iiiirl  iiiquiiies  leliiliii::  to 
nioTi'iiH'iit  of  ci.lniiics,  1111(1  with  rrrcri'iKc 
to  Traveling  aud  Luud  Aguuciue,  adUiuts 

P.  B.  GROAT, 

Gen'l  Emigration  Agent, 
ST.  PAri.,  MINN. 


%  DEPRRTHIEBT+OF^EHllElRRTlOU  | 


^.^     ♦««  Tprritorv,  Kansas,  Oregon, 


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Manager. 


W.  R.  CALLAWAY, 

f    K,t  State  you  desire  particulars.  ,| 

Please  say  of  what  htate  ju  -.»■.••*-'„«?  W= 


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For  nil  Information  refprrlng to  location, 
deMTJpiion  and  llri^■o^'  of  Ibn  mii  ion^  of 
«i  ri'sof  chea])  liiiids  for  Bale  by  tin*  Coiu- 
liaiiy,  and  lor  iiiaits  and  dci-crrpiiw;  publl- 
cuUous  nlating  ilieruio,  addrebs 

R.  M.  NEWPORT, 

Uen'l  Land  Agent, 
ST.  PAUIi,  MINN. 


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.«!% 


AIR  LINE   DISTANCES. 


MIl.KS. 

FTtojr  MAX  Fn.wrrsco  to  cincAno "<"' 

FUOM    I'fCiKT  SOIXI)   TO   CIIlCAdO "■'■'" 

FROM   rrOET   KOUMJ   TO    I.AKI",    sri'llKloU    (IHI.riTI) '"il 

FllOM    SAN'   FIIAN'CT.SCU    TO   OMAHA, "■" 


RAILROAD  DISTANCES. 


I 


FUO:«  SAX   FRANCISCO    TO  CIIIC'AOO,  via   UXFOX    PACIFIC    R.  It 

FROM  FU(iF.T  SOUND  TO    LAKE   HUl'KUIOR  (inT.rTII),  i',a  N.  1'.  11.  U 

FROM  I'VOKT  SOUXD   TO    CltrCAOO,  via   NORTIIKRX   PACIFU'   U.    It 

FRO.M  JfOXTRKAI,    To    l'U(ii;T    SOir.VI),    i  in    X.  P.  R.  R.  <  Aiiiiroviiuntcly).  .    .    . 

FROM  NlOW    YORIv    TO    SAX     FRANCISCO,    rid    C.  P.  R.   P> 

FROM  NKW  YOPJv  TO  PltiKT  SOUND,    W't    ClIICAOf)    AND  TIIKX.  P.  R.  II.,  . 

FROM  nOSTOX    TO    PCOKT    S(nXD,    vi<t    MOXTRKAJ.    AXD    THEN.  P.   P>.  R., 


IMH) 

•Jl.'lli 

■JSOO 
XV.Vi 

::iili; 


The  above  tables,  which  are  cciniiilcil  fmm  the  official  schcihilcs  (jf  finished 
roads,  and  the  latest  sui'vcys  of  unfinished  and  iniijcctcd  line-',  are  slj;nilicant  as 
showing  the  following  facts: — 

1.  The  Northern  Pacific  Railroad  will  unite  the  Pacific  Ocean  and  the  C.ieat 
Lakes  by  a  line  626  miles  shorter  than  that  from  San  Francisco  to  Chicago.  To  this 
C26  miles  should  be  adiled  at  least  124  miles  more,  representing  the  advantage  of  the 
northern  route  in  frr„</ients,  or  ascents  and  descents,  giving  a  practical  woi king  ad- 
vantage of  750  miles  for  the  Northern  Pacific  Road  between  Lake  and  Ocean. 

2.  It  is  290  miles  less  distance  by  all  rail  fruiu  New  York  or  Chicago  to  the 
P.acific  Ocean  at  I'uget  Sound,  tvVj  the  Nortliern  Pacific  Railroad,  than  ficmi  New 
York  or  Chicago  to  the  I'acific  Ocean  at  San  Francisco,  by  the  Union  and  Central 
P-acific  Ro.ads.  To  this  also  should  be  added  the  advantage  <if  the  Northern  Pacific 
route  in  gradients. 

3.  It  is,  approximately,  536  miles  less  railroad  distance  from  Muiilreal  to  Puget 
Sound,  7'ia  the  Northern  Pacific  Railroad  and  projected  eastern  coiuieclioii>,  than 
from  New  York  to  San  Francisco  by  the  present  route. 

4.  It  is,  approximately,  206  miles  less  railroad  distance  (tiesides  the  advantagp 
in  grades)  from  Boston  to  Puget  Sound,  via  Montreal  and  the  Northern  Pacific  Rail- 
road, than  from  New  York  to  San  Francisco  by  the  present  r-iil  route. 


Ik 


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